Merged: Qantaslink Traineeship/Cadetship/General Employment
Join Date: Sep 2006
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Last mention of the Simulator flight i can find was from 2008 so could one of the latest Stage 3 guys let me know what is being used now? Dash or 76?
Also if someone could pm me any details on their panel interview and/or sim session that would be greatly appreciated.
Turbz
Also if someone could pm me any details on their panel interview and/or sim session that would be greatly appreciated.
Turbz
Join Date: Sep 2009
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Qlink F/O progression
Hi..I'm one of the Q link Direct F/O applicants, Can any one give some idea about followings??
1. When you first join the company as a direct F/O, do u always start from classic Q fleets? or Can you start on Q400 as an initial type? or Is it depend on personal experience or qualifications when you join the company?
2. From F/O, How long do I expect to become a captain in Qantas Link?
3. I have got more than 3000 total flight time including more than 1000 hours turbine time on ATO but I have got no flying experience in Aust..Do you provide any sorts of assistance to get me upto standard flying in Aust? or Is it pretty much as part of the Line Training?
Thanks for your time guys~
1. When you first join the company as a direct F/O, do u always start from classic Q fleets? or Can you start on Q400 as an initial type? or Is it depend on personal experience or qualifications when you join the company?
2. From F/O, How long do I expect to become a captain in Qantas Link?
3. I have got more than 3000 total flight time including more than 1000 hours turbine time on ATO but I have got no flying experience in Aust..Do you provide any sorts of assistance to get me upto standard flying in Aust? or Is it pretty much as part of the Line Training?
Thanks for your time guys~
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QLink Psych test
Red777,
Ive done the psych test twice now - once for the (now dead) traineeship and also now Direct Entry.
Passed both times - but Im no genius.
You have the option of doing some of the practice exams. These are highly recommended as they give you an idea of how the questions are asked and how the procedure works.
I wont bother rambling on about what sort of tests etc, as the pdf file sent to you explains it all pretty well.
Both the numerical and comprehension tests are timed so just make sure that you have everything sorted before you sit the test. Cell phone off - big glass of water - paper - calculator etc.
Both times I never finished the numerical reasoning test and Im sure that most of my answers were probably wrong!!! But I suspect that they are really looking for someones ability to be presented with a problem and begin to formulate a process to solve that problem within a reasonable time.
If you have the intelligence to pass your CPL and ATPL subjects - youll be fine with the tests.
Good luck mate.
Eternity.
Ive done the psych test twice now - once for the (now dead) traineeship and also now Direct Entry.
Passed both times - but Im no genius.
You have the option of doing some of the practice exams. These are highly recommended as they give you an idea of how the questions are asked and how the procedure works.
I wont bother rambling on about what sort of tests etc, as the pdf file sent to you explains it all pretty well.
Both the numerical and comprehension tests are timed so just make sure that you have everything sorted before you sit the test. Cell phone off - big glass of water - paper - calculator etc.
Both times I never finished the numerical reasoning test and Im sure that most of my answers were probably wrong!!! But I suspect that they are really looking for someones ability to be presented with a problem and begin to formulate a process to solve that problem within a reasonable time.
If you have the intelligence to pass your CPL and ATPL subjects - youll be fine with the tests.
Good luck mate.
Eternity.
A: Sim on the Q400 unless it is busy otherwise 767. They will send you an information pack with all the applicable power settings and attitudes for each stage of the sim flight.
1: Most starts are on the 200/300 however if there are vacancies on the 400 and no else in the company bids for it then it is possible to go straight to the 400. Once on the 400 you are frozen on type for 18 months.
2: Time to command ....... how long is a piece of string? Ranges from 18 months to 5 years. By the time you have the required time on type most of the trainees from 2 years ago will have their ATPLs and be ready for command.
3: Line training should get you up to speed on OZ flying, I assume you hold an Australian ATPL?
Good Luck
1: Most starts are on the 200/300 however if there are vacancies on the 400 and no else in the company bids for it then it is possible to go straight to the 400. Once on the 400 you are frozen on type for 18 months.
2: Time to command ....... how long is a piece of string? Ranges from 18 months to 5 years. By the time you have the required time on type most of the trainees from 2 years ago will have their ATPLs and be ready for command.
3: Line training should get you up to speed on OZ flying, I assume you hold an Australian ATPL?
Good Luck
Join Date: Oct 1999
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no Oz experience
yo man
I suspect the radio calls/procedures would be the best to study before you start if you do not have Oz experience. One of the points strongly emphasized to trainees is to know their AIPs. Your line training will be thorough, but if you can cut out having to learn new comms procedures at the same time, it should reduce the workload.
Often the only way others, outside the cockpit, can judge you initially is by the standard/tone of your voice on the radio. A few within need to improve theirs.
Good luck
I suspect the radio calls/procedures would be the best to study before you start if you do not have Oz experience. One of the points strongly emphasized to trainees is to know their AIPs. Your line training will be thorough, but if you can cut out having to learn new comms procedures at the same time, it should reduce the workload.
Often the only way others, outside the cockpit, can judge you initially is by the standard/tone of your voice on the radio. A few within need to improve theirs.
Good luck
Join Date: May 2005
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In addition to some previous information, Sunstate new FO's are frozen no matter which aircraft they are assigned, 300 or 400, for 18 months from start date or 15 months from check to line. The only difference is the 400 guys are bonded for more $$. So if you are assigned a QLD base, those are the conditions. Not sure about Eastern EBA.
In regards to Command, and to clear some confusion, Qantas Link only operate under two AOC's, Sunstate and Eastern, not multiple AOC's for different capacity RPT ops. From the Sunstate side of things, the 400, 300 & 200 all operate on Sunstate's high capacity AOC regardless of their individual capacity. 500 Multi engine command time is therefore not required to hold a command. Initial command will most likely be on the 200/300 unless all the cards fall your way and everyone above you is frozen on type at the time of your winning command bid.
Haven't seen detail about Eastern's AOC but I would imagine it is also high capacity so as to operate 300's.
In regards to Command, and to clear some confusion, Qantas Link only operate under two AOC's, Sunstate and Eastern, not multiple AOC's for different capacity RPT ops. From the Sunstate side of things, the 400, 300 & 200 all operate on Sunstate's high capacity AOC regardless of their individual capacity. 500 Multi engine command time is therefore not required to hold a command. Initial command will most likely be on the 200/300 unless all the cards fall your way and everyone above you is frozen on type at the time of your winning command bid.
Haven't seen detail about Eastern's AOC but I would imagine it is also high capacity so as to operate 300's.
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On the topic of the AOC,
CAO 82.0 sub section 2.1 defines “high capacity aircraft” as an aircraft certified as having a maximum seating capacity exceeding 38 seats or a maximum payload exceeding 4 200 kilograms
Dash 8 200:
36 passenger seats, 2 tech crew seats, 1 jump seat, 1 flight attendant seat = 40 seats
High capacity?? Any thoughts
CAO 82.0 sub section 2.1 defines “high capacity aircraft” as an aircraft certified as having a maximum seating capacity exceeding 38 seats or a maximum payload exceeding 4 200 kilograms
Dash 8 200:
36 passenger seats, 2 tech crew seats, 1 jump seat, 1 flight attendant seat = 40 seats
High capacity?? Any thoughts
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interview process involves pretty much spending an entire day there (9 to 5ish). There are two guys who conduct the interview and they only say their names; they don't say anything about what they role is in the company and they try to back you into a corner every chance they get.
It's quite unprofessional in the sense that they do not provide you any information on the company, when they will notify you; I wasn't even sure if it was sunstate or eastern interviewing me.
It's quite unprofessional in the sense that they do not provide you any information on the company, when they will notify you; I wasn't even sure if it was sunstate or eastern interviewing me.
It's quite unprofessional in the sense that they do not provide you any information on the company, when they will notify you; I wasn't even sure if it was sunstate or eastern interviewing me.
The interview was in 2 parts, personal/ technical. If you think you may have misspoken or wish to clarify an answer then they give you the opportunity to before the tech questions.
These guys DO NOT KNOW when the company is going to notify you, I doubt that the company even knows as it depends on them getting back all your scores first, also, if anyone else in front of you pulls out or is scrubbed it may bring you forward, and if there are delays in the sim then they may push you back. ETC.
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high capacity AOC
Mr snuff,
A high capacity AOC may also operate with aircraft below the criteria. It does not mean it can operate only with high capacity aircraft.
Hence one AOC covers all aircraft in the fleet. Pretty simple isn't it?
I thought that had been well explained in earlier posts.
A high capacity AOC may also operate with aircraft below the criteria. It does not mean it can operate only with high capacity aircraft.
Hence one AOC covers all aircraft in the fleet. Pretty simple isn't it?
I thought that had been well explained in earlier posts.
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harrowing,
Thanks for rephrasing exactly what I said in my earlier post, good job.
I am well aware fo what Q Link have on their AOC to cover all their ops including the 200, having flown for them for a fair few years now.
The last post I made was out of curiousity. If it helps you, consider the question seperately from Q Link, is the 200 high capacity or is it not??
Anyone with a useful comment on that question?
Thanks for rephrasing exactly what I said in my earlier post, good job.
I am well aware fo what Q Link have on their AOC to cover all their ops including the 200, having flown for them for a fair few years now.
The last post I made was out of curiousity. If it helps you, consider the question seperately from Q Link, is the 200 high capacity or is it not??
Anyone with a useful comment on that question?
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Also looking for any hints/tips for DE Stage 3 additional to what is on the early part of this thread. Particularly re the Q400 sim - I'm told it's a bit of a handful and very heavy in roll?
Any advice much appreciated with repayment in the form of beers on offer.
Any advice much appreciated with repayment in the form of beers on offer.
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very very heavy in roll. Like nothing i've flown before. power changes induce large amounts of yaw followed by roll also. Rudder trim MUST be used quickly. Power in the low range is touchy. So be careful making adjustments from say 26 trq to 15 trq, only a small touch. try walking them up/down gently. Very stable on approach, IVSI very good. If you've flown a glass G1000 you'll have no trouble here. You're only doing 180 kts around the area, so if you've come from something fast, its easy as pie.
Interview, know JEEPS IFR section. ILS minima. A/C you fly. Etc. Nothing new there, and not all that hard if you're a good pilot. The behavior stuff is a different story. Very very hard to cover all the possable answers at home. Just do as much as you can, and hope to hell they ask you the ones you have an answer for. If you feel strongly about something, stick to your guns. Its important you as a professional has their own ideas and if legal and safe should stick to them.
Good luck.
Interview, know JEEPS IFR section. ILS minima. A/C you fly. Etc. Nothing new there, and not all that hard if you're a good pilot. The behavior stuff is a different story. Very very hard to cover all the possable answers at home. Just do as much as you can, and hope to hell they ask you the ones you have an answer for. If you feel strongly about something, stick to your guns. Its important you as a professional has their own ideas and if legal and safe should stick to them.
Good luck.
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interview process involves pretty much spending an entire day there (9 to 5ish). There are two guys who conduct the interview and they only say their names; they don't say anything about what they role is in the company and they try to back you into a corner every chance they get.
It's quite unprofessional in the sense that they do not provide you any information on the company, when they will notify you; I wasn't even sure if it was sunstate or eastern interviewing me.
It's quite unprofessional in the sense that they do not provide you any information on the company, when they will notify you; I wasn't even sure if it was sunstate or eastern interviewing me.
Not really sure what interview you went through but I would have to agree with RM. I found the whole process very professional.
I was interviewed by an individual from recruitment and an Eastern F/O, the sim was completed by an Eastern Check & Training Capt.
In the end it does not matter who interviews you, if you are successful you will be employed by QANTASLINK. The only difference is that you will operate under the appropriate AOC for your basing.
As far as the interviewers not telling you much about the company... they don't. But why should they? IT IS AN INTERVIEW!!!!! if you want to join the company don't you think you should learn about the company first? I was asked questions on what I knew about the company and I was able to answer them (that could be why I now work for the company).
The best advise for the interview I can give is to put the work in. Study IFR procedures, CAO req's, Climb gradients and ofcourse learn the company (Chief Pilots name would be a good start).
Good luck to all that are applying or interviewing, it is worth it when you are on the inside.
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Texan Pilot,
An excellent response.
To be slightly nit-picky, a high capacity AOC does not require a chief pilot. Our "chief pilot" is the manager of flight operations. Semantics I know, but possibly a good point to know and saves being tripped up in an interview. It may also show that one is aware of the differences involved compared with a low capacity operation, as has been discussed at length on this topic.
Cheers
An excellent response.
To be slightly nit-picky, a high capacity AOC does not require a chief pilot. Our "chief pilot" is the manager of flight operations. Semantics I know, but possibly a good point to know and saves being tripped up in an interview. It may also show that one is aware of the differences involved compared with a low capacity operation, as has been discussed at length on this topic.
Cheers