Calling all the Cheifs!
Thread Starter
Join Date: Feb 2005
Location: Left of reality.
Posts: 243
Likes: 0
Received 0 Likes
on
0 Posts
Calling all the Cheifs!
Recently been nominated for a Cheif pilot position.I realise its an involved and sometimes complex interveiw.
Any hints,tips,pointers from the been there dunnit brigade?.casa,s form 238 explains breifly the procedural content but doesn,t give too much away on the detail.
Any help appreciated.MM
Thread Starter
Join Date: Feb 2005
Location: Left of reality.
Posts: 243
Likes: 0
Received 0 Likes
on
0 Posts
Ibis- one slip of a finger doesnot constitute a lack of knowledge or
ones intelligence. Ignorance does.
Check your pm,s
Hope to see you at an interveiw oneday.?
ones intelligence. Ignorance does.
Check your pm,s
Hope to see you at an interveiw oneday.?
Join Date: Sep 2000
Posts: 18
Likes: 0
Received 0 Likes
on
0 Posts
I am HOPING that personality and COMMON SENSE prevails over grammar!
Regardless of whether you DO get CASA approval or not, I DO sincerely hope that once you DO get the approval, that you will help to get PROPER MAONTENANCE done, in accordance with the regs. THAT PILOTS will be employed under terms and conditions set down by the AWARD
AND...... that one will encourage a "SAFETY before SCHEDULE" philosiphy ... !!!!!!
Good Luck with the CP interview/interrogation .... please, REMEMBER where you came from!
we ALL are watching you..... and NOTHING is sacred here... not even your name!!!!!
WE ALLL Support you though, and think that you eill do well.... make us proud, SON!
Regardless of whether you DO get CASA approval or not, I DO sincerely hope that once you DO get the approval, that you will help to get PROPER MAONTENANCE done, in accordance with the regs. THAT PILOTS will be employed under terms and conditions set down by the AWARD
AND...... that one will encourage a "SAFETY before SCHEDULE" philosiphy ... !!!!!!
Good Luck with the CP interview/interrogation .... please, REMEMBER where you came from!
we ALL are watching you..... and NOTHING is sacred here... not even your name!!!!!
WE ALLL Support you though, and think that you eill do well.... make us proud, SON!
Grandpa Aerotart
multime good luck...don't expect any support from CASA if your employer objects to your high standards....do expect CASA to be pedantic in the extreme about meaningless stuff but dumb when it comes to important stuff and supporting you against unreasonable pressure from your employer...been there done that...never again.
This industry is littered with ex Chief Pilots that CASA didn't stand by when that individual tried his/her best to be 'CASA's representative within the company'....for that is what you are as a Chief Pilot.
FWIW:
Be completely fair in all your dealings.
Roster yourself for a reasonable amount of the ****e work.
Be firm with all your pilots...make sure they are operating within the Ops Manual at all times.
Protect your pilots from whomever when they deserve it. Get rid of the backstabbers, trouble makers and weak sisters if they are unable/unwilling to change or lift their games.
Stand firm when your employer or CASA are suggesting stuff which is stupid as they most certainly will do from time to time...make sure you're right first though
At least when you're an ex Chief Pilot later on you'll be able to stand proudly amonst the screwed.
edit:
When I last did a Chief Pilot's interview with CASA they handed me an exam based around a Chieftain or similar when I was being interviewed for mid size corporate jet CP/ Head of C&Ting
I pointed out that it had been some considerable number of years since I'd flown a piston twin and that, in my opinion, wasting the next hour or so on this exam (I couldn't have had a reasonable stab at 30% of the questions) was a little silly..."Of course, of course" they said and instead we spent the next hour or so chatting about how the operation should be run in general terms and about standards, procedures etc that were appropriate to a transport category international jet operation...experience of which they had little to none.
Going into the interview know everything you can about the type of operation you're being considered for...IFR stuff if appropriate, rules and regs (where they are found, you don't need to know them verbatim) Flight Time Limitations, fuel policy, weight and balance etc...and then go with the flow.
If you are being put up you already have the experience in terms of hours total and on type...if your personal standards have been appropriate you probably already have most of the knowledge required...there's a good chance you know more about it in a practical sense than the person who will conduct the interview...he will be able to quote chapter and verse out of the rule book but have little experience in practicle application...more than likely.
Good luck...you won't need it for the interview but certainly will after.
This industry is littered with ex Chief Pilots that CASA didn't stand by when that individual tried his/her best to be 'CASA's representative within the company'....for that is what you are as a Chief Pilot.
FWIW:
Be completely fair in all your dealings.
Roster yourself for a reasonable amount of the ****e work.
Be firm with all your pilots...make sure they are operating within the Ops Manual at all times.
Protect your pilots from whomever when they deserve it. Get rid of the backstabbers, trouble makers and weak sisters if they are unable/unwilling to change or lift their games.
Stand firm when your employer or CASA are suggesting stuff which is stupid as they most certainly will do from time to time...make sure you're right first though
At least when you're an ex Chief Pilot later on you'll be able to stand proudly amonst the screwed.
edit:
When I last did a Chief Pilot's interview with CASA they handed me an exam based around a Chieftain or similar when I was being interviewed for mid size corporate jet CP/ Head of C&Ting
I pointed out that it had been some considerable number of years since I'd flown a piston twin and that, in my opinion, wasting the next hour or so on this exam (I couldn't have had a reasonable stab at 30% of the questions) was a little silly..."Of course, of course" they said and instead we spent the next hour or so chatting about how the operation should be run in general terms and about standards, procedures etc that were appropriate to a transport category international jet operation...experience of which they had little to none.Going into the interview know everything you can about the type of operation you're being considered for...IFR stuff if appropriate, rules and regs (where they are found, you don't need to know them verbatim) Flight Time Limitations, fuel policy, weight and balance etc...and then go with the flow.
If you are being put up you already have the experience in terms of hours total and on type...if your personal standards have been appropriate you probably already have most of the knowledge required...there's a good chance you know more about it in a practical sense than the person who will conduct the interview...he will be able to quote chapter and verse out of the rule book but have little experience in practicle application...more than likely.
Good luck...you won't need it for the interview but certainly will after.
Last edited by Chimbu chuckles; 21st Mar 2005 at 02:26.
Tin thniks this is hileeryarse
G'day Multime,
I did my CP interview a couple of years ago now, but for what it's worth, here's what I can remember.
The whole process took just over two days. It would have been a little shorter if not for the storm window that came away in my hand as I tried to avail the CASA guy and myself of some relief from the humid Darwin air....NOT a good way to start. Luckily he saw the funny side of it.
The first day was comprised of the theory side of things, basically CASA checking that you have a handle on the appropriate regulations. Nothing too hard there, just ensure you have a good grasp of CAO 48, and any exemptions that your company acts under. In general, you will need to have a good understanding of your Ops manual, in my case they spent a lot that day asking me questions specifically relating to that document. That being the case, it's a good idea to make sure that the Ops Manual is up to date and in good condition. I had just started at the company in question, and neither could be said about our Ops Manual which was a little embarrassing. Some of the areas that were touched on were maintenance, designated remote area ops (ie what were the first aid requirements etc), what ops we were allowed to conduct under our AOC, etc etc.
There will also be a flight planning exercise given to you, using the "most sophisticated aircraft" on the AOC, and under the IFR if that's on the AOC, otherwise VFR. I was given a charter to plan DRW to KNX and return, the idea being that you come up with a completed flight plan form, including fuel plan, and weight and balance data. The weather given to me was for a typical wet season day up north, ie Tempos etc, so they can check your knowledge of alternate requirements etc.
After that, it was into the aircraft for the practical part of the assessment, and with the storm window repaired, we got airborne for some asymmetric circuit work, followed by a couple of ILS approaches, of which one was also asymmetric. I guess the content and duration of this part of the check really depends upon your experience levels....at the time I had about 1700 hrs with a few hundred multi, most of which had been spent on one engine, so I guess once I had demonstrated the ability to fly with one shut down during an approach there was not much point in prolonging the exercise.
That, as best as I remember it, is how it was for me. I'm sure there are other guys out there who can pass on their experiences. For my part, I found the CASA ATO to be very practical in his approach to the assessment. He wasn't there to catch me out on what I didn't know, but to make sure I had a reasonable level of knowledge and an ability to apply that knowledge in a practical manner.
I hope this helps and good luck with the interview.
Alto
I did my CP interview a couple of years ago now, but for what it's worth, here's what I can remember.
The whole process took just over two days. It would have been a little shorter if not for the storm window that came away in my hand as I tried to avail the CASA guy and myself of some relief from the humid Darwin air....NOT a good way to start. Luckily he saw the funny side of it.
The first day was comprised of the theory side of things, basically CASA checking that you have a handle on the appropriate regulations. Nothing too hard there, just ensure you have a good grasp of CAO 48, and any exemptions that your company acts under. In general, you will need to have a good understanding of your Ops manual, in my case they spent a lot that day asking me questions specifically relating to that document. That being the case, it's a good idea to make sure that the Ops Manual is up to date and in good condition. I had just started at the company in question, and neither could be said about our Ops Manual which was a little embarrassing. Some of the areas that were touched on were maintenance, designated remote area ops (ie what were the first aid requirements etc), what ops we were allowed to conduct under our AOC, etc etc.
There will also be a flight planning exercise given to you, using the "most sophisticated aircraft" on the AOC, and under the IFR if that's on the AOC, otherwise VFR. I was given a charter to plan DRW to KNX and return, the idea being that you come up with a completed flight plan form, including fuel plan, and weight and balance data. The weather given to me was for a typical wet season day up north, ie Tempos etc, so they can check your knowledge of alternate requirements etc.
After that, it was into the aircraft for the practical part of the assessment, and with the storm window repaired, we got airborne for some asymmetric circuit work, followed by a couple of ILS approaches, of which one was also asymmetric. I guess the content and duration of this part of the check really depends upon your experience levels....at the time I had about 1700 hrs with a few hundred multi, most of which had been spent on one engine, so I guess once I had demonstrated the ability to fly with one shut down during an approach there was not much point in prolonging the exercise.
That, as best as I remember it, is how it was for me. I'm sure there are other guys out there who can pass on their experiences. For my part, I found the CASA ATO to be very practical in his approach to the assessment. He wasn't there to catch me out on what I didn't know, but to make sure I had a reasonable level of knowledge and an ability to apply that knowledge in a practical manner.
I hope this helps and good luck with the interview.
Alto
A great deal will depend on the FOI that you get.
Quite absurd to have an ex military or even GA pilot assessing you on how to be a GA CP when they have never been at the coal face themselves. A little like a newly qualified doctor being interviewed by accountants for a hospital job or a panel of clerks admitting a new legal graduate to the bar.
Ah aviation, the land that common sense forgot!
Quite absurd to have an ex military or even GA pilot assessing you on how to be a GA CP when they have never been at the coal face themselves. A little like a newly qualified doctor being interviewed by accountants for a hospital job or a panel of clerks admitting a new legal graduate to the bar.
Ah aviation, the land that common sense forgot!
Join Date: Feb 2004
Location: sydney
Posts: 26
Likes: 0
Received 0 Likes
on
0 Posts
Cheif
Good luck my freind.
Will you be flying a Cheiftan?
Make sure you do your wieght and balance and check the cielings or you might be needing a preist and not collecting your pay from the casheir.
Fleimtree
Will you be flying a Cheiftan?
Make sure you do your wieght and balance and check the cielings or you might be needing a preist and not collecting your pay from the casheir.
Fleimtree
