REX Interviews
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REX Interviews
G'Day I have just done a search on Pprune about REX interviews, is it the same as the Kendall & Hazelton days?
What is in the technical exam?
What is in the SIM?
What is in the panel interview?
Has any one done one recently? Any information would be good. Thanks in advance.
What is in the technical exam?
What is in the SIM?
What is in the panel interview?
Has any one done one recently? Any information would be good. Thanks in advance.
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aussie
"What is in the technical exam?"
Questions
"What is in the SIM?"
An exercise
"What is in the panel interview?"
More questions (which will most likely prove what I think)
"What is in the technical exam?"
Questions
"What is in the SIM?"
An exercise
"What is in the panel interview?"
More questions (which will most likely prove what I think)
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Yes it is! There is a booklet going around which was generated in the Kendell days, similar I guess you could say to the CX edition. May take some searching to find but definitely well worth it if your about to enter the recruitment process.
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How many pilots are they looking for? Are there plans to upgrade from the saab and metro? What does an f/o earn?
Are there any RPT operators with bases in Woolongong....Illawarra??
I know I should do a search....I normally do but tonight I cant be arsed....if anyone can answer that would be cool, Cheers.
Are there any RPT operators with bases in Woolongong....Illawarra??
I know I should do a search....I normally do but tonight I cant be arsed....if anyone can answer that would be cool, Cheers.
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KENDELL INTERVIEW GOOD GUTS
The interview process consists of two half days or one full day and includes a 30 minute check in the SAAB 340B simulator and associated briefings followed by an interview in front of a panel and concludes with a written exam.
SIM
Sim involves a comprehensive briefing. All power settings are briefed as are configurations etc. The instructor acts as a competent copilot and there were no tricks, at least none that I picked up. No motion was used which makes seat of the pants impossible. The first section, up to the base turn was in VMC and IMC for the rest until about 500 on ILS finals. SAAB uses Collins Pro Line avionics and will be very familiar to RAAF B200 drivers. Details of the test were as follows:
On runway prior roll youre given the opportunity to become familiar with the power levers. Very much like a King Air, nothing happens early in the movement but small movements at higher power settings result in larger TQ changes. This famil is aimed at people with no turboprop experience.
Set 90-100% TQ. Nose wheel steering to 60 kts and then rotate at 115 (I think). Rotate to approx 11 NU and call for gear up. Climb at 160 kts and 90-100% TQ to 5000. About 4 NU, 38-40% TQ will maintain level @ 160 kts.
Then given some time to become familiar with the thing. Overall it feels very tailey. (ie fairly unstable in pitch and roll for that matter) Very easy to PIO the thing unless you concentrate on attitude flying. A reduction in power makes a large effect on lateral trim and I found myself with a greater than required rate of decent by following my normal decent entry technique. Thinking back Im pretty sure a reduction to 20% TQ from 160 kts level would result in about 500/min ROD if the trim was left alone.
The level turns were pretty straightforward. Add about 2% TQ to maintain 160kts in the 360 turn.
As stated earlier, try a power reduction to 20% TQ and see what effect that has before leaping into an attitude change to commence decent.
The radar vectors to finals are completed in IMC and no tuning of navaids, briefing of approaches or for that matter reference to an approach plate were required. You will be asked to take flap and gear at your discretion. First stage of flap (15 I think) will cause a savage balloon and nose up tendency, be ready for it. You will then slow to 140 kts and intercept the localiser from a 30 intercept. With ½ a dot to run to glide-slope take the gear. On G/S take the next stage of flap and commence decent. Finals are flown at 130 kts (I think) and approx 700/min. Power about 20% TQ. Set and trim an attitude is the key, remember to use the arm rests, it makes it a lot easier.
Go visual at about 500 and then conduct a visual landing for a full stop.
Following my bit the instructor took the opportunity to show off the visuals of the sim. (snow, twilight, sunset, howling gale and hail) This reinforced my impression of a very relaxed atmosphere that the session was conducted in.
BOARD INTERVIEW
Like the sim, the interview was also conducted in a very relaxed atmosphere. The board consisted of four people, three of who were pilots and all seemed to be in their mid 30s. Their first statement to me was, Rest assured there are no psychs in this room, we are not hear to analyse you, just get to know you. That set the scene really. All were very friendly and were happy to let the interview flow logically without interjection or any regimented script. Just a pleasant chat really. Questions asked were standard interview questions like; tell us what you know about Kendells, why do you want to join us, what sets you apart from the other people we have here today, what traits make a good captain.
The interview then covered your career expectations and preferences for when you get into the company so a good knowledge of aircraft types and bases would be a plus. They gave the impression they were genuinely attempting to make you happy from day one, were you successful and got in, which is why they asked.
TEST
From what I remember it was not particularly difficult but it would be easy to trip up. RTFQ. Questions included:
Acronym conversion (CTAF, TCAS, ECAS, RVSM, ALA, etc)
Metric conversions on whiz wheel
Divisions/multiplications on the whiz wheel
CRM question, ie captain wants to duck below minimas on an instrument approach, what are your actions?
Alternate minima question using a Jeppersen plate. A minimum has to be extracted from an unfamiliar place on an unfamiliar plate. Aircraft type has two ILS and two ADF (ie special alternate minima)
Extracting LDR from an un-factored landing graph. Graph was in meters, answer required in feet. More conversions on whiz wheel.
Gradient assumption for the SAAB in the second segment.
Overall spend some time on a refamil of the whiz wheel as the exam revolves around it. The rest of it should be fairly straightforward.
OVERALL
In stark contrast to other interviews I have done or heard of I actually enjoyed the whole process. All seemed very friendly and professional. It almost seemed that they were trying as hard to sell Kendells, as I was to sell myself.
GOOD LUCK!
The interview process consists of two half days or one full day and includes a 30 minute check in the SAAB 340B simulator and associated briefings followed by an interview in front of a panel and concludes with a written exam.
SIM
Sim involves a comprehensive briefing. All power settings are briefed as are configurations etc. The instructor acts as a competent copilot and there were no tricks, at least none that I picked up. No motion was used which makes seat of the pants impossible. The first section, up to the base turn was in VMC and IMC for the rest until about 500 on ILS finals. SAAB uses Collins Pro Line avionics and will be very familiar to RAAF B200 drivers. Details of the test were as follows:
On runway prior roll youre given the opportunity to become familiar with the power levers. Very much like a King Air, nothing happens early in the movement but small movements at higher power settings result in larger TQ changes. This famil is aimed at people with no turboprop experience.
Set 90-100% TQ. Nose wheel steering to 60 kts and then rotate at 115 (I think). Rotate to approx 11 NU and call for gear up. Climb at 160 kts and 90-100% TQ to 5000. About 4 NU, 38-40% TQ will maintain level @ 160 kts.
Then given some time to become familiar with the thing. Overall it feels very tailey. (ie fairly unstable in pitch and roll for that matter) Very easy to PIO the thing unless you concentrate on attitude flying. A reduction in power makes a large effect on lateral trim and I found myself with a greater than required rate of decent by following my normal decent entry technique. Thinking back Im pretty sure a reduction to 20% TQ from 160 kts level would result in about 500/min ROD if the trim was left alone.
The level turns were pretty straightforward. Add about 2% TQ to maintain 160kts in the 360 turn.
As stated earlier, try a power reduction to 20% TQ and see what effect that has before leaping into an attitude change to commence decent.
The radar vectors to finals are completed in IMC and no tuning of navaids, briefing of approaches or for that matter reference to an approach plate were required. You will be asked to take flap and gear at your discretion. First stage of flap (15 I think) will cause a savage balloon and nose up tendency, be ready for it. You will then slow to 140 kts and intercept the localiser from a 30 intercept. With ½ a dot to run to glide-slope take the gear. On G/S take the next stage of flap and commence decent. Finals are flown at 130 kts (I think) and approx 700/min. Power about 20% TQ. Set and trim an attitude is the key, remember to use the arm rests, it makes it a lot easier.
Go visual at about 500 and then conduct a visual landing for a full stop.
Following my bit the instructor took the opportunity to show off the visuals of the sim. (snow, twilight, sunset, howling gale and hail) This reinforced my impression of a very relaxed atmosphere that the session was conducted in.
BOARD INTERVIEW
Like the sim, the interview was also conducted in a very relaxed atmosphere. The board consisted of four people, three of who were pilots and all seemed to be in their mid 30s. Their first statement to me was, Rest assured there are no psychs in this room, we are not hear to analyse you, just get to know you. That set the scene really. All were very friendly and were happy to let the interview flow logically without interjection or any regimented script. Just a pleasant chat really. Questions asked were standard interview questions like; tell us what you know about Kendells, why do you want to join us, what sets you apart from the other people we have here today, what traits make a good captain.
The interview then covered your career expectations and preferences for when you get into the company so a good knowledge of aircraft types and bases would be a plus. They gave the impression they were genuinely attempting to make you happy from day one, were you successful and got in, which is why they asked.
TEST
From what I remember it was not particularly difficult but it would be easy to trip up. RTFQ. Questions included:
Acronym conversion (CTAF, TCAS, ECAS, RVSM, ALA, etc)
Metric conversions on whiz wheel
Divisions/multiplications on the whiz wheel
CRM question, ie captain wants to duck below minimas on an instrument approach, what are your actions?
Alternate minima question using a Jeppersen plate. A minimum has to be extracted from an unfamiliar place on an unfamiliar plate. Aircraft type has two ILS and two ADF (ie special alternate minima)
Extracting LDR from an un-factored landing graph. Graph was in meters, answer required in feet. More conversions on whiz wheel.
Gradient assumption for the SAAB in the second segment.
Overall spend some time on a refamil of the whiz wheel as the exam revolves around it. The rest of it should be fairly straightforward.
OVERALL
In stark contrast to other interviews I have done or heard of I actually enjoyed the whole process. All seemed very friendly and professional. It almost seemed that they were trying as hard to sell Kendells, as I was to sell myself.
GOOD LUCK!
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REX
Don't know whether cjam or aussie are havin a crack at Rex. Pls reply if you are (not sure?).
The airline has 10 folded profits with room to move.
"Download" gave a wonderful expose of the interview process that happened a few years ago. Take most of it on board as it will help.
p.s. correct spelling of Kendall is Kendell (RIP).
The airline has 10 folded profits with room to move.
"Download" gave a wonderful expose of the interview process that happened a few years ago. Take most of it on board as it will help.
p.s. correct spelling of Kendall is Kendell (RIP).
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metro36,
not having a crack dude. I'm just wanting to follow a little hottie down south of Sydney and was wondering if anyone operates turboprops out of Illawarra airport. Would be keen to fly for anyone out of there if it was RPT styles.
What does "ten folded profits with room to move" mean?....serious....I have no idea.
Cheers.
not having a crack dude. I'm just wanting to follow a little hottie down south of Sydney and was wondering if anyone operates turboprops out of Illawarra airport. Would be keen to fly for anyone out of there if it was RPT styles.
What does "ten folded profits with room to move" mean?....serious....I have no idea.
Cheers.
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Metro
The 10 fold inc in profit is basically refering to the increase in profits compared to the year before which were 1m. year 2004 -05 saw the company return 10mil. As with room to move i think it refers to the percieved inc in pax loads and future expansion plans by aquisition of more companies along the east coast and SA.
The 10 fold inc in profit is basically refering to the increase in profits compared to the year before which were 1m. year 2004 -05 saw the company return 10mil. As with room to move i think it refers to the percieved inc in pax loads and future expansion plans by aquisition of more companies along the east coast and SA.
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thanks for all the reponses
G'Day All
Thanks for the responses guys it is a great help.
Metro what do you mean by saying
Just wondering how much you want a job with Rex?
Do you know something we dont? Obviosly I dont work for REX so do you have any inside info? Sorry for the late response, and yeah I am going for an interview.
Aussie
Thanks for the responses guys it is a great help.
Metro what do you mean by saying
Just wondering how much you want a job with Rex?
Do you know something we dont? Obviosly I dont work for REX so do you have any inside info? Sorry for the late response, and yeah I am going for an interview.
Aussie
