Listen, I came here because they were taking in CRJ drivers and I was jonesin' for a bigger shinier airplane. Now I'm leavin. Wit wealh ligeen for hefig magister. Come for the planes. Stay for the chains.
The sim part matters most. Nothing else will stop them hiring you. Your actions in the sim weighs the final outcome: CRM, Crew-Coordination, English Language. The non-flying pilot is the evaluator.
There are 2 T/O's, 2 Apps. First, a Visual Tfc Pattern: Probably your chance to 'feel out' the sim; thrust, trim, clb/crz/dec attitude/speed.
There will be a crosswind component always. Mind your heading. If you've never flown widebody, remember the heading that keeps you on-course during final approach. That'll be it for your ILS too.
During the IFR app the FD guides you in APP mode. Use the MCP- your NFP will set it however you ask.
They don't reveal thrust settings in their pre-eval brief. They suggest 2-eng & 1-eng T/O / APP attitudes as well as engine-out rudder-trim units for climb, level & app. That's all they'll give you besides one photocopy ILS jepp-chart. There's no airport chart or package. They deem it unnecessary as they're keeping the eval short. 20-25 minutes.
FD is the only MCP function you get to use. ASK the NFP to set your MCP HDG, IAS, ALT. Ask for HGD SEL, LVL CHG, VOR LOC, APP and V/S modes. They're available. A/P is unavailable except in lvl flt. More for his sake than yours.
There's no A/T. In the visual circuit, slow to ref+30. Configure to Gr dwn/flaps. Select V/S mode turning base: 900 fpm initially, then 700, 500 on final. Your circuit ht 1500-2000 agl. This part can be discussed with the NFP in your VFR dep briefing. They prefer 2000 agl. At 2000 agl you'll need to time at least 60s from abeam the treshold. That'll get a 4 mile final at 1000. All the MCP modes should be asked for. Doing it yourself will disorient you in an unfamiliar cockpit.
Get your V & Ref speeds from the NFP. He works the FMC- ask, don't touch. Yoke, Thrust levers approach plate is all you handle.
In level-flight the NFP takes control on-request once you're trimmed. Call airspeed, heading, altitude during hand-over. A/P is his discretion.
VFR departure from a runway: You'll start with a VFR circuit back to departure runway. You might not get touch down. That isn't evaluated. They watch your speed, hdg, alt. It's a gimme if you're switched-on during this exercise.
Sim Reset. Same runway, IMC. No SID / DP. Just a V1 cut to an eng-inop ILS. Now your departure brief will include what to do from V1 to clean-up (FRA-flap retraction altitude).
Engine fails between V1, V2. Rotate, get to V2 400'. Call HDG-SEL. Acc V2+20, ask NFP "Declare Emerg. advise airport rescue (ARFF): Cargo Hazmat, --- souls on board". Accelerate to next flap-command spd. At 1000' call "LVL CHG, Flapzero SPD, Flapzero" accelerate flap-0 Va. Call Engine Failure / Shutdown checks. Call After-T/O checks.
Accept Clearances, Decline instructions. Maintain HDG and ALT till trim and thrust finds your target airspeed (Flapzero maneuvering speed). Transfer control to NFP. You'll acknowledge a clearance to xyz VOR but don't turn yet. Decline instructions. Acknowledge Clearances.It's Your Emergency.
Call ATC: "Emirates --- returning via ILS r/w -- will call when ready for vectors" Call Flt ATT: "We're turning back. Prepare cabin for emergency landing now."
The NFP may have eased his burden, engaged A/P.
Call SPD, HDG, ALT and Transfer control back to you.
Ask`him "set us direct xyz VOR & select VOR LOC". All you do is fly the plane. Ask him to set ILS freq & minima and get Ref SPD for one engine-inop landing.
Call SPD, HDG, ALT and transfer control to NFP.
Now Brief ILS app, One Engine Inop Go–Around & Missed Procedure. (See Below)
Your sim session ends here. Depends on how well you did so far. It doesn't matter that you know the EK sim profile. It matters how play it out. Your script, Your part. Play it right.
As you see, there is no major emphasis on things like ATIS, NOTAMS, STARS, SIDS, DPs, automation, EFIS use. They observing your ability to fly a target airspeed, altitude and direction manually while coordinating your next move. It's not about the airplane. Its about your able to walk and chew gum in an unfamiliar plane without exceeding airspeed, hdg, alt.
Briefings: You'll brief the following. 1. Departing into VFR circuit. 2. Departing with V1 cut. 3. Flt Att Briefing. 4. ILS/missed app, one-eng inop landing / GA
1. This is a ___ seat VFR departure r/w _ _, confirm MCP: HDG - - - degrees, SPD V2 plus 20 Kts, ALT 2000', we're cleared VFR, r/w hdg to 2000' for a LH/RH circuit to a full stop landing. FD is functional, Fail Passive. Airborne, I call "HDG" at 400 ft. You call flap-command speeds and I will call flaps. At 1000, I call "LVL-CHG, Flap-0 speed, Set Flap-0". At circuit alt. We will begin configuring to Flap -- Gear Dwn. Time: 60s Downwind-to-Base for 4 to 5-mile final.
2. This is a ___ seat IFR departure r/w _ _, confirm MCP: HDG - - - degrees, SPD V2 plus 20 Kts, ALT 2000', we're cleared to destination as filed, initially r/w hdg to 2000'. FD is functional, Fail Passive. Airborne, I call "HDG" at 400 ft. we retract flaps as you call flap-speeds. At 1000' I call "LVL-CHG, Flap-0 SPD, Set Flap-0". Except fire warning, abnormalities after V1 on-hold until after T/O checks complete.
"We're turning back. Prepare cabin for emergency landing now."
4. This is an ILS r/w -- (dubai or ??ever) Chart -- Date -- -- -- Highest MSA ---- TDZE --- Loc Freq ---.-- I/B crs --- cross FAF at ---- feet DA --- (baro) r/w lighting: (eg. ALSF-2 /PAPI)
"r/w not sighted then go-around as follows":
"TOGA, GA Thrust/ (GA Flap), Climb GearUp, (GA Flap) ref+5, @400 HGD mode, @1000FlapzeroSPD/ Flapzero, LVL CHG Acc to Flapzero spd, After T/O checks.
"SPD --- HDG --- ALT ---- I have control. Call ATC for Vectors and proceed with NAV setup"
(see above for procedure)
finito. They're just as anxious as you to conclude this dog-and-pony show. (precious sim time).
Curious note: include this in your T/O briefs They want you to mention: ABCD- A: ATC clearance B: Brief your action plan. C: Checklist: (Before T/O Checks). D: Depart. Confirm clear for T/O.
What it means: When you're ready to Get the "Clearance" first. Then Brief. Then Call Before T/O checks. Then confirm clear for T/O.
It's Their show, Their music. Hereon-in, you hop to the EK beat. Get used to it.
This is pretty watered down. They don't brief in any adequate or substantial way. Don't embellish. They'll cut you off. This is a stick'n'rudder exercise loaded to see if you topple.
There's no logic in it. EK's so far-gone nobody dares to change anything anymore.
What I've said here is pretty comprehensive. I didn't talk to any of my A330 colleagues to check FD mode terminology. Maybe I'll decipher this to a Airbus version later. Should be comparable. Print and tweak this to where you're comfortable.
I just intervied recently and didn't make it past the first day unfortunatley. The simulator I felt went a lot better than I had expected (or at least I thought so). I did the visual circuit pretty well, bang on 900' at the shoreline, landed - fine. Then for the LOE I thought that went pretty good too. Maybe there was something I did that I'm not aware of, but to the best of my knowledge I felt it was a successful ride.
As for the compass testing - well, I'm not too sure about that. I'd say it was OK. I won't claim that it went great (as I don't feel that it did), but I don't think it was a complete failure either. Folks afterwards kept telling me that the Sim is what REALLY counts (but then I doubt the compass testing would be done 'just for fun'). I took it all as seriously as one should.
Anyway, got the call in the hotel room that evening that I didn't make it and that I can apply again in 24 months. I did ask if they could shed a little light whether it was the sim or the compass testing where I could do with some improvement, but they declined to comment.
I guess there isn't much that can be done now, but for personal 'peace' I'd like to know where I went wrong and what happened that shouldn't have happened.
In an airline in desperate need of flight crew, it seems they passed yet again on another solid candidate. There is usually more to the story, but I have recently heard more feedback on good people being passed over. More concerning are sim evaulations where candidates are feeling pressed and moved along to the point that they are not being fairly graded. I have also heard those that were close to the line are being called back within a year.
To those that really want the job, don't let them push you in the sim and try and slow it down.
They're doing your 777 or 330 initial training and this is the only reason why they act so pricey. If you were current on type you'd have nothing to worry about. Some type-current guys who jumped ship to be here could never survive the EK selection process. They got hired because the GCAA validates them in 24 Hours; they can fly the line almost immediately and get a token checkout for the purpose of issuing a GCAA ATPL. The regime loves zero liability economic refugees. They know it's way harder to hire their own people. This company has acquired a taste for foreign pilots. Local aviation industry is non-existant. The kind of experienced crew they demand is impossible to get. This airline's sole purpose is to exploit foreign routes, and crew resources, disrupt and interfere with foreign operations. So-called government playing with free oil-money.
Use the Emirates selection process as interview experience. If you meet all their criteria to get this far, you will do really well in a real airline in a country with genuine people. This is a guilded refugee camp y'all !
I agree - from what I've heard the psychometric testing is a very important part of the interview. I got washed out on the first day - so I can't personally comment so much on the rest of the testing. But I am sure the compass testing does count for a decent part of the interview too as I feel it's why I didn't get through - unless there was something that I did very wrong in the sim which I'm oblivious of.
That being said, the guys who did their sim in ATL they were told that they'll be coming back the next day in the morning even before the compass testing was done. So with that said those guys may have got a free pass - as they effectively made it through day 2-3 without the EK folks even knowing the outcome of their compass testing.
If you were current on type you'd have nothing to worry about. Some type-current guys who jumped ship to be here could never survive the EK selection process. They got hired because the GCAA validates them in 24 Hours; they can fly the line almost immediately and get a token checkout for the purpose of issuing a GCAA ATPL. The regime loves zero liability economic refugees.
It was my understanding that even if you are current on type on an EK aircraft you still go through all training like all other new recruits. Is this not the case?
No matter how experienced you are you do the full course. The previous post about going on the line straight away is nonsense. The GCAA insist on a FULL course for everyone. Process takes a couple of months to complete and it's not easy, even for type rated guys as there is little training and a lot of checking.
They want good pilots in therm of flying the plane. They want pilots who take their time to study any situation (incident) before making a decision. The decision making and the ability to work with others are important.
Barberpol, thank you for your post #2447 on the 10th Nov. It was very informative, detailed yet concise and probaly the most helpful and constructive post in the last 30 pages. Well done on a shining example of what this threads content should be. VneII