Interviews, jobs & sponsorshipDo ya feel lucky, Punk? Well do ya? If so, here's the place to swap the hot gen on who's sponsoring or employing, their selection criteria, and where those oh so elusive first jobs can be spotted in the wild. Watch out for the tumbleweeds...
I don't think you guys realize this yet but the reason why the A320 is so popular among airlines is because it is foolproof, the 737 is much more complicated (system wise) than the 320. And it's not just the A320 but all series after it 330,340,380.
Also you probably haven't thought about how large an A320 is, once you realize that you are gonna be flying a plane with 125+ pax behind you, that don't know anything except for where the plane is supposed to land, then size becomes the least of your problems.
Not worrying about upgrades here Deniz D. Just wanted to keep the thread going.
Also, what makes you think the 737 has a more 'complicated' system than the bus? And what is this thing about the bus being 'foolproof'? U talking about the Alpha system? I'll admit, not being able to stall or fly outside the envelope is a good thing (to an extent...) In addition, it would be easier to go from one Boeing aircraft to another. I knew that the types had no commonality (just FYI).
IMHO, the 737 has a less complicated system i.e. no flight laws, no middle man [FCC] etc. However, I have no problem flying either IF I get the chance.
PS And yes, I was serious about my previous thread! What chart case are you talking about? I didn't bring one.
In addition, it would be easier to go from one Boeing aircraft to another. I knew that the types had no commonality (just FYI).
That's exactly why they aren't easier to go from one to another.
Airbus has made a product that if you were only in the cockpit of the A318,319,320,330,340 the first difference would be the amount of thrust levers and the second would be the overhead panels. Look at a 737NG panel compared to the 757 panel compared to the 747-400 panel compared to the 777 no commonality at all (like you mentioned). However from the A318 to the A340-600 the only difference are the expanded systems, # of thrust levers, and nowadays the new LCD screens.
In addition besides the fact that everything on all the panels of airbus a/c stay in the same place regardless of model (unlike boeing). The flying stays the same, on T/O put the throttles full to ToGA and when your promted, (at a certain altitude, usually 1500 in the baby buses) bring the levers back a "click" to THR CLB and you have your auto throttle set for the whole flight until you take over to fly the approach. When I first started flying glass cockpits with AP's the instructor told me "when you were over at HFI (a flight school that has old steam gauge cessnas and pipers) you were a pilot, now in this Cirrus your just a systems engineer". And thats true for most glass aircraft put everything in the GPS or mcdu and turn on the autopilot. In that way it is foolproof (tell the computer everything and just engage it). Plus in the bus you always have positive control. The same cannot be said for Boeing.
Knowing about the planes design/performance capabilities I would feel much safer flying as a passenger on an airbus in India with a 23 year old captain who just came off a piper seneca and an 18 year old F/O who only got his multi rating the same day than fly in a boeing with the same crew. The airlines know it, and thats why they choose it
ya the assessment wasnt as tough as I prepared for, but under that ridiculous (spelling?) time pressure, I had to guess the last questions to finish and i think many ppl didnt finish!
In other news, that blonde cabin attendant was smoooooooookin' gorgeous! ..When I firat saw her my reaction was like
agreed.... the blonde girl, name Sylvia, was very attractive and she was actually an administrative staff from Etihad.
Well, back to the topic. The test wasn't hard in terms of the material, but the test was stressful due to the time limit.
has anyone who already has their CPL gone to the first stage of the selection process with the intention that they don't actually have their CPL, and are willing to do all that training again??
Hi Gemstone
I never knew that. I did apply so SAA though and got really far.
Have you made travel arrangements yet to get to Jhb or are you going to wait until the second email? Also maybe we can get the same flight and travel together? Just a thought. Let me know what you think. Cheers for now.
hey yeaa i got called for testing in sydney , but havent got a clarification reply from them yet on what the assesment involves and where the venue is located.
hey yeaa i got called for testing in sydney , but havent got a clarification reply from them yet on what the assesment involves and where the venue is located.
hey haileybury777...
are you from singapore ? ... if so .. in their email .. did they say "Your application states that you are in Australia." or Singapore?
That's exactly why they aren't easier to go from one to another.
Airbus has made a product that if you were only in the cockpit of the A318,319,320,330,340 the first difference would be the amount of thrust levers and the second would be the overhead panels. Look at a 737NG panel compared to the 757 panel compared to the 747-400 panel compared to the 777 no commonality at all (like you mentioned). However from the A318 to the A340-600 the only difference are the expanded systems, # of thrust levers, and nowadays the new LCD screens.
My previous post about transitioning to the T7 was not interpreted correctly. EY has the T73ER and I was only suggesting that it would have been 'easier' for someone to go from Boeing's 737 to 777
Quote:
In addition besides the fact that everything on all the panels of airbus a/c stay in the same place regardless of model (unlike boeing). The flying stays the same, on T/O put the throttles full to ToGA and when your promted, (at a certain altitude, usually 1500 in the baby buses) bring the levers back a "click" to THR CLB and you have your auto throttle set for the whole flight until you take over to fly the approach.
Isn't the flying the same on any modern jetliner? Sounds like the same procedure I would use if I were flying a 727 or an A380? In addition, thrust reduction altitude is dependent on several facors such as:
Noise Abatement
Company policy
Terrain
EO performance
I will admit that the commonality on the airbus is a big plus. But as far as I am concern, most/all modern aircraft are flown the same way:
1.PROGRAM
2.SET
3.VERIFY
4.EXECUTE!!
5.MONITOR
Happy flying!
Bradda G
Last edited by Bradda G : 27th August 2008 at 15:35.
The thing is, if you found the test easy, then chances are most people found it easy which once again, puts everyone (relatively speaking) on the same boat (score wise).
Therefore, this whole thing boils down to who worked the fastest and most accurate under the time pressure. Why i emphasize accuracy is because i noticed most questions had answers that you would get due to common errors, and when your racing through questions under that time pressure, you are prone to make those "stupid" common errors!
I totally agree with Dubble,,, I mean completinh the tests on time is one thing and getting them right is another....
Secondly, since everyone (including me) think that the test were easy... so this means that they would definitely be looking for ppl who have achieved 90 and above percentile....
Btw, any thoughts on how many ppl they would select out of 35 candidates from NYC...
Last edited by nomee747 : 27th August 2008 at 18:02.
Reason: wrong post
Can't believe there were only 35 of you in the US - considering there were probably a couple hundred of us in the EU tests (over 3 days) - do you think it's just because flight training is relatively cheap in the US complared ot the EU or is there something else that is putting people off - not that less competition is horendous!!
I think lots of people over here here found the tests easy but were surprised by the results in the end, not that that will have any bearing on how you guys did mind you.
Best of luck to you all!
ps rubbish typign due to nearly slicign finger off with fdrill bit earlier
The capt. there said they need 50 ppl for next year.
I think he also said somthing about initially selecting a 100 people (for the 50 spots).
After Sydney and Johsburg testing, they will simply combine the list of ALL the candidates who wrote the test.
This "list" be in the order of highest score to lowest and just choose the top 100 or whatever number they want to initially select for the 50 spots next year.
Next, these 100 ppl (or how many ever for the 50 spots) will be flown to AD for the 2nd phase.
Then again comes the process of elimination, from the 100 candidates who completed phase 2, Etihad will put these 100 on a "list" in the order of best to worst scores of phase 2 and choose the top 50 on that list for the 50 spots next year.
Then comes the interview, which I believe he said if you made it to the interview, you're in! (unless you come to the interview nude or somthing )
My question is this:
In regards to the European candidates, they were only considered for the November course correct? The reason im asking is because why else would they have recieved invites to the 2nd round before the rest of the world got tested?
If this is the case, it will be very good for us who got tested in New York and the candidates getting tested in Sydney and johansburg because I think all of us combined, we are most likely less than 150 candidates which statistically speaking makes getting invites to the 2nd round much less competitive
What chart case are you talking about?
I didn't bring one.
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