BA CEP QUESTION
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BA CEP QUESTION
Hello to all you Engineers & Technicians.
I am currently going through the process of the well discussed topic of the Cadet Entry Pilot into British Airways. Many of the elements in the selection process I am familiar with and can hopefully cope with during the coming months. However there is one element that I am a little shakey on that I hope you can help out on.
I have to write a memo sugesting ways in which I could contribute to reducing costs to BA. I have thought about many things such as fuel saving, but I presume that this is already done, hitting slot times with greter efficient checking in systems, but I am sure there are many ideas that you guys have that could save money, that I could discuss at my interview.
Can you help?
Many thanks...Jammer
I am currently going through the process of the well discussed topic of the Cadet Entry Pilot into British Airways. Many of the elements in the selection process I am familiar with and can hopefully cope with during the coming months. However there is one element that I am a little shakey on that I hope you can help out on.
I have to write a memo sugesting ways in which I could contribute to reducing costs to BA. I have thought about many things such as fuel saving, but I presume that this is already done, hitting slot times with greter efficient checking in systems, but I am sure there are many ideas that you guys have that could save money, that I could discuss at my interview.
Can you help?
Many thanks...Jammer
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Dear Jammer, Now I am *no* engineer and thus I am expecting to be shot down in flames for this post and probably rightly so. But - when I was considering this issue last year I came up with the following memo suggestion after speaking to some aero engineers. I passed the memo part of the selection too.
The suggestion was to use a hydraulic fluid with a lower specific gravity than BA presently use. Some aircraft types contain thousands of litres of hydraulic fluid which weighs a substantial amount. You can obtain hydraulic fluids with a range of s.g. values that differ by several percent. Less weight means lower fuel consumption as you are reducing the Basic Weight of the A/c. Less weight mean greater T/O performance and greater freight capacity.
It seemed like a good idea at the time - anything that reduces weight has multiple advantages so try to use that angle. I was advised to avoid being too clever about 'commercial turns' and other flying/procedure/SOP stuff. BA like it 'by the book' and as safe as an incredibly safe thing that has recently been apointed Head of Safety by the International Confederation of Safety Matters.
The other top angle is customer service being used to increase repeat bookings, reduce advertising expenses etc.
Safety and Customer Service. Stick with those two and you won't go far wrong throughout the whole selection process.
Best of British, WWW.
The suggestion was to use a hydraulic fluid with a lower specific gravity than BA presently use. Some aircraft types contain thousands of litres of hydraulic fluid which weighs a substantial amount. You can obtain hydraulic fluids with a range of s.g. values that differ by several percent. Less weight means lower fuel consumption as you are reducing the Basic Weight of the A/c. Less weight mean greater T/O performance and greater freight capacity.
It seemed like a good idea at the time - anything that reduces weight has multiple advantages so try to use that angle. I was advised to avoid being too clever about 'commercial turns' and other flying/procedure/SOP stuff. BA like it 'by the book' and as safe as an incredibly safe thing that has recently been apointed Head of Safety by the International Confederation of Safety Matters.
The other top angle is customer service being used to increase repeat bookings, reduce advertising expenses etc.
Safety and Customer Service. Stick with those two and you won't go far wrong throughout the whole selection process.
Best of British, WWW.
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Jammer,
When BA send application forms to prospective DEPs, there is a glossy brochure with it, telling you all about the requirements for, and lifestyle of, a BA pilot. If they don't sent this out with the CEP application forms, then you need to get hold of one (use your initiative!). Memorise it and be able to reproduce it - it contains exactly the sort of stuff they are looking for.
The questions in the memo-writing stage actually state that the answer should be it 2 parts: (1) How pilots can use their technical skill and knowledge to save money (I quote: "...secure a 4,000' climb from ATC and you will save expensive fuel;.....vary your speed and you may secure a vital landing slot, ahead of our competitors"). (2) How pilots can modify their behavior to retain business and increase profitability. Part 2 is all about customer service. There is plenty of material in the brochure.
Phone BA (Investor Relations) and ask for the latest 'Fact Book' and 'Report and Accounts'. These are freebies and VERY useful.
Good Luck!
When BA send application forms to prospective DEPs, there is a glossy brochure with it, telling you all about the requirements for, and lifestyle of, a BA pilot. If they don't sent this out with the CEP application forms, then you need to get hold of one (use your initiative!). Memorise it and be able to reproduce it - it contains exactly the sort of stuff they are looking for.
The questions in the memo-writing stage actually state that the answer should be it 2 parts: (1) How pilots can use their technical skill and knowledge to save money (I quote: "...secure a 4,000' climb from ATC and you will save expensive fuel;.....vary your speed and you may secure a vital landing slot, ahead of our competitors"). (2) How pilots can modify their behavior to retain business and increase profitability. Part 2 is all about customer service. There is plenty of material in the brochure.
Phone BA (Investor Relations) and ask for the latest 'Fact Book' and 'Report and Accounts'. These are freebies and VERY useful.
Good Luck!
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Jammer - the flying is going slowly (in both senses) the big focus at the moment is on ground study. Compass swings - why? Just tell me why? You get two pages on GPS and a whole chapter on E-type compass swinging! Its a long grind but I'm happy none the less. Learning Morse is turning into a bit of an issue mind. PPRuNe helps as you don't feel so isolated... (all hail Mr Fyne!) - Good luck and try to enjoy Meadowbank (it is possible). WWW
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you could suggest varying potable water loads to suit sector requirements. For example a747-400 carries 1600kgs of water & even with a full pax load on a short sector (1-3hrs) less than half of this water is used. Another idea in use is to shut down #3 eng after exiting the runway & taxying to the gate on 3 engines. Also gaining popularity is the practice of using idle reverse only when landing (weather & runway permitting) relying more on the carbon brakes , this generates more heat in the brk but thats what a carbon brake likes.
All of these ideas will, individually only save very small amounts of fuel but when multiplied over a big fleet it adds up to quite a saving. ps some of these ideas may allready be in use at your airline.
All of these ideas will, individually only save very small amounts of fuel but when multiplied over a big fleet it adds up to quite a saving. ps some of these ideas may allready be in use at your airline.
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Well I am not too sure how BA engineering deals with difficult defect that req' multiple component chg before fixing the snag.A review of how component that are remove from a/c due suspecion of being faulty are being handle. Sending comp. for overhaul or a simple bench chk when it is actually not the cause of the problem cause millions. I am actually suggesting to my own management to look in to this because the current procedure are just to complex to comply resulting in having to by a new component to replace the old one and to send the old one for overhaul when it is not necessary.
By the way for all other Engys and Technys any input on how your company evaluate removed component before sending them for overhaul.
By the way for all other Engys and Technys any input on how your company evaluate removed component before sending them for overhaul.
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Well I am not too sure how BA engineering deals with difficult defect that req' multiple component chg before fixing the snag.A review of how component that are remove from a/c due suspecion of being faulty are being handle. Sending comp. for overhaul or a simple bench chk when it is actually not the cause of the problem cause millions. I am actually suggesting to my own management to look in to this because the current procedure are just to complex to comply resulting in having to by a new component to replace the old one and to send the old one for overhaul when it is not necessary.
By the way for all other Engys and Technys any input on how your company evaluate removed component before sending them for overhaul.
By the way for all other Engys and Technys any input on how your company evaluate removed component before sending them for overhaul.
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In my company, parts removed as a result of trouble shooting IAW MM are removed as U/S. For many complex parts there is no way to 'bench test' them. Usually, a function check of the system confirms that the defect is cured. (Usually anyaway!)
Once removed, parts are considered U/S and sent off to subcontractors who do not complete overhauls unless requested. Normally, they work on the defect only and return them.
I have had instances of the same defect on the same 737 Rudder PCU several times because the workshops had 'no fault found' and returned the item to stock.(fitted to different planes!)
(A greater strip down was reqd, from the trouble shooting advice that w'shops were given.)
Hope this helps.
Once removed, parts are considered U/S and sent off to subcontractors who do not complete overhauls unless requested. Normally, they work on the defect only and return them.
I have had instances of the same defect on the same 737 Rudder PCU several times because the workshops had 'no fault found' and returned the item to stock.(fitted to different planes!)
(A greater strip down was reqd, from the trouble shooting advice that w'shops were given.)
Hope this helps.
