recent EASY assessment feedback
1 tech test
20 Simple A320 questions on systems/ 20 minutes.
1/ Three simple questions on hydraulique systems:
2/normal braking is on the green.
3./spoilers are used on the green and yelow...
4/wing anti ice are only the 3 outboards slats
5/question about loops on engine + apu+ fire detection on each engine
6/ What is the max amps on the TR? 220Amps, 90amps, or an other solution i don't remember;
7/If AC1 fails, which system takes over? AC2?DC? and an other?
8/in alternate low, is pitch in direct low? elerons are in direct low?
9/What is the max speed to lower the gear? VLE 250kt.
10/What is the limit for gear extension? 20000ft, 25000ft? no limit?
11/ what is the limit for slats flaps extention? 20000ft
12/When speed reach vls, what happen? ALFA FLOOR? stall? ...
13/ When engine out in crew, what are immediate actions? ATHR OFF, THRUST MCT, SELECT GD SPEED, When GD speed reached, OPEN DESC...
14/What is the APP speed in UK? 220kt? 185kt, 175kt?
15/ Slats/ flaps locked, what message appears on ECAM? A LOCHED? S(F) LOCKED?....
Sorry about the 5 last ones. Don't remember.
2 Groupe tests:
So to the day itself. There will be 12 candidates, including you. You will all be briefed on the day’s events and each person given the times when they will be sitting each test or interview. You are then split into 6 groups of 4 and off you go for the GROUP EXERCISE. You will 2 assessors looking on each group.
Play the game: they are looking for teamplayers (not dictators nor wall-flowers). Once the time starts (we were given 35mins) a good way to open proceedings is to ask “ any suggestions?”. This immediately scores points because you have opened up the floor to others. Everyone knows the idea of allocating a time keeper so if no one else suggests it do so. However be time aware, even if you are not the time keeper. In my exercise the time keeper never updated us on time and make a point to ask for regular time checks.
for the good of the team. Remember there is no right or wrong decision, just a team decision.
3.INTERVIEW
ARTICULATE, TAKE YOUR TIME, BE CLEAR AND AS SHORT AS POSSIBLE
6 questions where you have to give exemples about your life. They make a point thet you only give real exemple, no explanations about the way you would react. And tipical questions as below:
Why do you want to work for EZY?
Give a brief career outline?
Felt you have fallen short on something?
How did you felt today
Explain a complex situation you have encountered
You have influenced others
Made a bad decision
Made a good decision
Dealt with confrontation
Define CRM. Example of when you have seen or used good CRM… Give an example of bad CRM.
When have you bent the rules or SOP’s to meet an objective
When have you delivered sensitive news to someone
When have you made a professional mistake and what have you done to overcome it
When have you made a team decision that others haven’t liked
Name a time when you’ve made a big decision
When have others in a team made /implemented a decision that you disagree with. How do you deal with it. How do you adapt?
When have you done something well
When have you diffused conflict
When have you dealt with an awkward situation
Name a time when you could have done something better
Give an example of when you motivated your team. How do you motivate yourself?
In your current job, what really frustrates you? How do you deal with it?
Would it annoy you if your 'team' didn't agree with one of your decisions?
What has been your greatest challenge?
Give an example of when you faced a crisis.
Give an example of when you had to make a quick/ snap decision.
If you were my FO, how would I know that you were working at your max capacity? How would I know that you were under pressure? How do you deal with it?
What are the challenges with dealing with cultural diversity? How would you deal with them?
Give an example of when you made a big change - how did you cope?
Give an example of when you delegated.
Give an example of when you delivered sensitive information to 'your' team.
When have you led by example?
When have you shown good command skills? Shown leadership skills?
if you cannot answer a question during the interview, they will wait for an answer. They will make you feel very relaxed, but…Shows initiative; inspirational & enthusiastic; appreciative; supports and coaches; visible & accessible; considers others suggestions with appropriate assertiveness; delegates; prioritises tasks; relaxed open communication; not competitive; gives personal feedback.
SIM:
If short listed, you will receive the following
The following programme will be completed by pilots attending selection at Burgess Hill:
Engine failure on take-off (in accordance with the procedures in this document)
Engine relight
Raw data tracking
Raw data procedural ILS approach
(For raw data exercises, the FPV will be available for use. Manual Thrust control is required)
The Aircraft will be an A320-200 with CFM engines. The configuration will be as follows:
MACZFW: 30.0
ZFW: 54,000 kg
Fuel: 8000 kg
Flap for take-off: 1+F
Prior to the assessment, the instructor will inform you of the specific details of the exercise,
including:
Airport / Runway
Weather
Engine Out SID
The exercise will commence with the aircraft positioned on the runway threshold with the
‘Before Take-Off’ checklist already completed. The exercises will then be completed in the
order listed above.
When completing an approach, once fully configured for landing (Flap Full);
the landing checklist below should be completed using a read/respond format:
ENGINE FAILURE ON TAKE-OFF
If an engine fails between V1 and VR, PNF may call "Engine Fire/Failure" without
identifying which engine has failed (even if it appears on ECAM) and will also cancel
any aural alerts. PF will maintain directional control by smoothly applying rudder to
contain the yaw. At VR, the aircraft should be rotated at a slightly slower rate than with
all engines operating (i.e. between 2.5° to 3.0°) towards 12.5° degrees of nose up pitch
and then SRS should be followed. (If the aircraft is operating with flex thrust / heavy
weights / hot and high airfield etc then the required initial pitch attitude may be less than
12.5° but still should be sufficient to lift off the runway and climb out without the speed
decreasing below V2).
Remember that the flight control ‘ground mode’ blends into the ‘flight mode’ over the 5
seconds after lift-off, and so any unnecessary continued back pressure after this point
will result in a load factor demand – possibly resulting in a too higher nose attitude. After
lift off, rudder should be applied to smoothly centralise the beta target. At this point, the
pilot can use rudder trim to reduce pedal loads (ensure the search for the rudder trim
switch does not interfere with the gradual reduction in back pressure on the stick !) and
then engage autopilot if required. During this phase, the landing gear should be
retracted as normal.
Once above 400 feet AAL, and assuming that the aircraft is safely under control and
climbing away with the gear retracted, PF should say to PNF, “READ ECAM”. PNF
should read out the ECAM title and then use all available resources (e.g. engine
gauges, engine fire pushbutton light, SD indications, overhead panel indications etc) to
correctly identify the failure. Having satisfied himself that PNF has correctly identified
which engine has failed, PF will then state, "MY RADIOS, ECAM ACTIONS".
The ECAM actions are then carried out by PNF. PF will make all thrust lever
movements and any switching of engine controls and guarded switches must be carried
out with positive identification of the switch by both pilots. The ECAM will then not be
continued past the point of 'engine secure' until after the acceleration manoeuvre.
The point at which, the engine can be considered as “secure” in the ECAM procedure
is:
• Engine flameout.........Engine Master OFF.
• Damage.......................Discharge of Agent 1.
• Fire..............................Discharge of Agent 1 (and Agent 2 if necessary).
At acceleration altitude or when the engine is secure (whichever is later), PF should
push V/S on the FCU to command a level acceleration (FMGC will target 250 knots).
During this acceleration, the flaps should be retracted on schedule and at 'green dot'
speed; PF should pull ALT on the FCU to engage OP CLB. The speed target will
automatically change back to 'green dot'. At this point the thrust levers should be moved
into the MCT gate to engage the autothrust at max continuous thrust. This will remove
the flashing 'LVR MCT’ message from the FMA.
Following flap retraction, if the initial climb was conducted at FLEX thrust, the thrust
levers must be moved back from the FLEX/MCT detent into the CLB detent and then
forward again into the FLEX/MCT detent to achieve MCT and remove the ‘LVR MCT’
flashing message on the FMA. Once climbing in the clean configuration, PF can ask
PNF to complete the outstanding ECAM actions.
hope it helps!