EY questions
 

Hello Gents,

With the lack of information available over on the international pilot board, I was wondering if there is anyone around willing to give insight into whether EY is or will be hiring now or any time soon? A couple of specific questions being:

1. Does one absolutely have to have airbus time to be considered?
2. What is the housing situation in AD?

Having previously lived in the Gulf I have a fair idea of the pros and cons of a living in the area, but would appreciate any EY specific info.

(And a brief thanks to typhoon pilot for all his informative posts on Gulf carriers in general.)

Cheers,

-Lucky

Yes, at this time Etihad is only hiring typed and current Airbus drivers for that fleet, the Boeing 777 fleet does consider those with considerable time in other Boeing types. Unlike Emirates or Qatar, in recent years it has not been Etihad's policy to hire non type rated pilots as long as there are typed and current pilots in the job market, with a few exceptions like the cadet program. Next year will see the delivery of 6-7 320/321, one additional 330F Airbus, 6 or so 777's, the long awaited 380, and the first of 41 787 deliveries.

Company Provided accomodation are 2 or 3 bedroom apartments in various buildings around the city. They are generally good quality, but the locations vary greatly. Alternately, a housing allowance is available if you wish to find you own rental house/villa/apartment within the emirate of Abu Dhabi. Depending on your needs and where you desire to live, the amount ranges from more than enough to barely ample, but if you use the standard of a 2 bedroom apartment, the allowance will cover most high end buildings.

Remove, thanks for info, it is much appreciated. I am single so I am assuming if I was to be selected I would get a 2 bedroom apartment? Also, I am slotted to go to airbus training soon and I believe my company's training results in an A320 type rating 'with SIC privileges only.' As long as I am current and have 500 hours on the aircraft do you think that would meet EY's requirements or do they require the full unrestricted type. I do have an unrestricted ATPL without the circling restriction.

Thanks again to anyone with any insight.

-Lucky

As per the contract that is what you are entitled to, however it depends on what is available at the time and the needs of others at the time. Meaning if there is a larger apartment or villa available (maybe because someone moved from a less desirable building to a different one) then you may find yourself in something bigger. In company accommodation however, priority goes to family size before seniority, so a guy joining with three kids gets a larger place even if a single guy has been waiting to move.

The current narrow body minimums are 1500 total with 1000 on multicrew EFIS jet aircraft, current on type, ICAO ATPL, and under 53.

Depending what your previous experience is, the 500 on type may be sufficient. The SIC type is not an issue. Being current means a proficiency check, and six sectors within the preceding six months which allows you to do a somewhat abbreviated operator conversion course and be issued a GCAA ATPL with type based off your license and type.

What's the latest at Etihad? Still looking for type rated B777 fO's? When are interviews held? Are the B777 guys going to the b787?

Most of the new hired 777 fo's are not rated, mainly ex 737Ng or 744. Big influx of Air Berlin 737 copilots joining on the T7.

So just not many typed 777 Fo's applying or is that not the case? I guess they consider 737/757/767/747 time as well for the 777 FO positions. Do they give priority to type rated drivers first?

Unemployed rated 777 pilots are rare so EY fills the slots where they can find them. You need to do the type rating in any case but previously rated Boeing pilots are given preference. New hires on the bus mostly are already rated as many applicants come from failed airlines or are ready for a change. Guy I flew with today came from the A320 but was already on the property. There are options to go on any fleet once you are in the company.

Thanks for the info.

Remove and EYBus thanks for all the info.

One more question. While I'm sure there's loads of variance in your rosters, how many days off does one typically get on the 777/330 and 320 respectively? What is an example of 'typical' EY roster?

...and can one one break up their 42 days of leave into smaller segments throughout the year ?

Thanks again for all the info guys. If you want any info on low cost carriers here in the States jus' lemme know :)

-Lucky

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.

Could anyone shed a little more insight into how life at EY is these days? I am quite interested in them and frankly have quite a few questions. Schedules, quality of life, morale, days off, work rules, pay considering cost of living in Abu Dhabi, what a topical month looks/feels like, upgrades.... I guess the usual things a pilot worries about! Thanks in advance.

There is opening for non rated FO's for B777 and A320. However, when trying to applying for position, it mentions 500 hours on type? Is that a mistake or am I missing something? Anyone with answers please?


CM

CM once you click apply on either the FO Non-rated B777 or FO Non-rated A320 offers it mentions you need a minimum of 500 hours on current type, i.e. the multi crew jet aircraft you are currently flying. That's my interpretation at least! Regards.

Can someone add to this? Does this mean internally EY has opened 600 slots for Capt & FO positions for pilots to bid on? If you are an A320 FO, what is the likelihood you can bid onto the 787 fleet? Or will you be funneled into the A330->A350->A380 path?

How soon are the A380 & 787s arriving?

Negative.. there are about 150 total on each 787 and 380, captain and FO combined.

Crossing between fleets typically is a very senior move. Historically it was airbus to boeing in an effort to avoid the narrow body fleet. However, with three year seat locks on the new fleets, it may be a less attractive option to more senior FO's who are close to upgrade.

late 2014

Spoke with JRM today and he informed me that there were enough type rated T7 folks available for the "next few months" and that they will maintain the job opening in question but don't expect a call until that pipeline is depleted....

It'll be interesting over the next year or so. The fleet size is a bit over 80 aircraft with similar numbers on order and optioned. They plan on a fleet size of about 240 aircraft. Doubt I'll see it come to fruition as I plan on moving on in two or three years.

Have my application in For A320 FO position. Any word on when those non rated candidates may get called?

I'm in the same boat , would like some info as well.

When and how many non rated pilots are hired I have no idea. Seems every time things get critical with recruitment an airline somewhere goes under and they end up with applicants. If you don't mind the expat life and flying to exotic destinations this is a good place to be. If you have a shot at a good job with a legacy in your home country I would recommend you take it. Nothing like being at home. Most of the new hires I've flown with on the 777 came without out type ratings, generally either 744 or 738 guys.

Is there anyone in recruiting that we can get in touch with?

From what I can remember, Eithad wasn't hiring non type guys until recently? Why the change now? I doubt if there is a shortage of pilots. :D

That sounds nice, I was thinking of applying. The regional FO life is starting to get pretty dull. What's the take home pay like for the first few years?

Non-typed at the moment means you are are typed on another Airbus or Boeing with experience. Not sure they are at a point where they are hiring RJ guys yet with existing training resources so bottle necked. Although, later this year the two new 320 sims will come online and with scheduled deliveries this could be a possibility for you. But like busdriver said, all of it could be subject to another airline that operates 320/330/340/777 laying off or going under, and then typed pilots will get preference. Hiring will always shift to the applicant(s) who best fit the criteria. It's worth applying, why not... just don't be too frustrated if you are not getting a call immediately.

Remove..do you know of any ex RJ pilots without Bus or Boeing experience who got hired?

I'm hoping a lot?? :)

I was wondering if anyone could help comparing the "cash and non-cash elements" of EY and EK. I hear in the past there were people moving from EY to EK due to their package being better. I'm curious to know what is the better part? Is EY salary DHS26,000 plus DHS40 per hour starting from zero or is there a number of hours already included in the basic salary? Overall from looking at their websites, the packages seemed pretty much the same.

I'm thinking with EK being such a huge airline now, chances for career progression as a FO are much more limited than EY...

The ones I do know are not enough to crew a 340 to JFK, but with so many new hires who knows..


The hourly pay (yes for every block hour) and layover allowance will usually amount to less than 20% of monthly take home pay. The idea is to have better parity between fleets, hourly pay is not protected if you go under block, picking up extra flying is not always profitable since overtime is averaged over two months. Plan to budget basic + 15 %.

Housing allowance or Company accommodation decision should probably be made after you are in country and are able to see options first hand.

EK has a provident fund(company matched retirement), which is probably the biggest overall difference in compensation.


Direct entry captains are a reality in almost all of the airlines in this region, so while career progression cannot be based solely on aircraft orders, I would agree that time to possibility of command is less. Company upgrade minimums are 4500-5500, plus time in company, time on type, time in a/c over 60tons etc. There is also an interview/screening process since backgrounds and experience are so varied. Wide body progression should occur relatively quickly, and depending on individual experience, perhaps as soon as 4 years to command.

EY questions
 

Where is possible to find some interview gouge on Etihad?
thanks a lot

Can anyone who is on the inside please let me know what the deal is with recruiting from intra-UAE airlines (eg FlyDubai). Is there an 'agreement' in place that effectively bars FlyDubai pilots from being hired? I know one FO from FlyDubai got hired about a year ago, but the goal posts seem to move on a daily basis here and am not quite sure. I heard a rumor in FlyDubai that a Captain just got hired as DEC on the Airbus fleet and days after had his offer revoked from Etihad "because of labour laws" - (read between the lines).

I'm wanting out of FlyDubai pretty bad. almost 3 years in and am a little fed up of the circus to be honest with you. I want to cross over to a more professional gig (maybe it's the 'grass is greener syndrome'!)