Rex Interview
Thread Starter
Join Date: Mar 2003
Location: New Zealand
Posts: 13
Likes: 0
Received 0 Likes
on
0 Posts
Rex Interview
Have a Rex interview on 17 Mar 03. Have been told by Rex that it comprises of a one hour technical assessment and a forty five minute interview. I believe that the tech assessment was based on the old KD Tech assessment but is being changed. Plan to do the usual study stuff CAO 20.7.1.b, Jeps, a/c knowledge on current a/c type, CRM etc, but wondering if anyone who has done the old interview process or the new one starting this week could give me any additional pointers. Any help would be appreciated . Happy to swap info. Ps Wiz wheel specific info wolud be great too.
Join Date: Aug 1998
Location: australia
Posts: 320
Likes: 0
Received 0 Likes
on
0 Posts
todd this might help, from IS DON on the board (bit old though),
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 follows the profile similar to above and 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 you’re 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 I’m 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!
cheers DW
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 follows the profile similar to above and 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 you’re 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 I’m 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!
cheers DW
Join Date: Aug 2001
Location: Oz
Posts: 5
Likes: 0
Received 0 Likes
on
0 Posts
Just had one in Adelaide. Fourty minute chat, quite informal, no major problems. No sim session. Finished off with tech quiz, 9 questions, CAO20.7.1b, IFR stuff, Acronyms and a SAAB loading question. Don't know if this is typical but its what I got.
Join Date: Jun 2000
Location: Australia
Posts: 622
Likes: 0
Received 0 Likes
on
0 Posts
I to heard that they interviewed around 20 for only a few positions. I also know 2 ex-ZL and 1 ex-KD who had no idea that REX were interviewing and were wondering why they had not been contacted.
Join Date: Feb 2003
Location: BRISVEGAS
Posts: 11
Likes: 0
Received 0 Likes
on
0 Posts
Hugh Jarse,
Why do you spend so much time on PPrune, sounds like a huge waste of resources to me.
Further, why would you bother looking at a post titled Rex Interviews, thinking of jumping ship ****** are we???
Why do you spend so much time on PPrune, sounds like a huge waste of resources to me.
Further, why would you bother looking at a post titled Rex Interviews, thinking of jumping ship ****** are we???
Last edited by Woomera; 9th Mar 2003 at 23:46.
Join Date: Jan 2001
Posts: 64
Likes: 0
Received 0 Likes
on
0 Posts
Alot of speculation out there. I think they interviewed around 18, 6 for an immediate start and the rest for the hold, a couple were knocked back i think. (not 21 and 2 Apollo 4). If ex KD or ZL people were looking at getting back maybe they should have been in better contact (or not have left), can't get a job unless you apply.
Congrats to those who got the nod, can't wait to see some new faces.
Congrats to those who got the nod, can't wait to see some new faces.
Join Date: Jun 2001
Location: Living next door to Alan
Posts: 1,521
Likes: 0
Received 0 Likes
on
0 Posts
Exrba,
why would I bother jumping ship? I am reasonably satisfied with my lot. How about you?
The point I'm trying to make is why would you need to interview 21 individuals for a mere 2 positions? I know the training standards in GA are abysmally low at the moment, but they aren't so bad as to expect a less than 15% pass rate. Have you any idea how much time and effort it takes to interview 21 candidates? Probably not.
Then ask yourself how much it costs your company to take at least 2 Captains off line for an average of 5 interviews per day.
They could have done it in 10 interviews and saved themselves 2 days work, you dunce....
why would I bother jumping ship? I am reasonably satisfied with my lot. How about you?
The point I'm trying to make is why would you need to interview 21 individuals for a mere 2 positions? I know the training standards in GA are abysmally low at the moment, but they aren't so bad as to expect a less than 15% pass rate. Have you any idea how much time and effort it takes to interview 21 candidates? Probably not.
Then ask yourself how much it costs your company to take at least 2 Captains off line for an average of 5 interviews per day.
They could have done it in 10 interviews and saved themselves 2 days work, you dunce....
Join Date: Feb 2003
Location: BRISVEGAS
Posts: 11
Likes: 0
Received 0 Likes
on
0 Posts
Hugh Jarse,
Your problem is that you spend so much time here on Pprune that you get it mixed up with real life.
Of course they are not interviewing for only 2 positions, They will need to create a hold file if the current trend of defection to VB continues. That will apply to your mob aswell. We all know that even Fleet managers are being lured north, aren't they!! Sorry that should be Ex-Fleet Manager.
If I'm a dunce then pass me a pointy hat and show me the corner but atleast I still have enough cells left to realise that most of what people post on this site is uninformed crap and disseminate the information accordingly.
Your problem is that you spend so much time here on Pprune that you get it mixed up with real life.
Of course they are not interviewing for only 2 positions, They will need to create a hold file if the current trend of defection to VB continues. That will apply to your mob aswell. We all know that even Fleet managers are being lured north, aren't they!! Sorry that should be Ex-Fleet Manager.
If I'm a dunce then pass me a pointy hat and show me the corner but atleast I still have enough cells left to realise that most of what people post on this site is uninformed crap and disseminate the information accordingly.
Join Date: Jun 2001
Location: Living next door to Alan
Posts: 1,521
Likes: 0
Received 0 Likes
on
0 Posts
Exrba,I suggest you go back and look carefully at who originally posted regarding the 2 slots.
Going off the topic for a minute:
They will need to create a hold file if the current trend of defection to VB continues. That will apply to your mob aswell. We all know that even Fleet managers are being lured north, aren't they!! Sorry that should be Ex-Fleet Manager
I think it's fantastic that regional pilots are being recruited by VB. From this side of the fence, The Evil Empire, with its belligerent attitude towards its regional subsidiaries doesn't seem to care whether we have any career prospects or not.
You reap what you sow.
Here's your hat. I ordered you size 65, but they were out of stock
Join Date: Aug 2002
Location: sometimes here usual out there!
Posts: 158
Likes: 0
Received 0 Likes
on
0 Posts
So what type of qualifications are being interviewed??
Downwind mentioned that the prop level was a famil for people with no Turbo prop experience.
Why would they be looking at people with only piston experience??
Downwind mentioned that the prop level was a famil for people with no Turbo prop experience.
Why would they be looking at people with only piston experience??
Join Date: Jan 2001
Posts: 64
Likes: 0
Received 0 Likes
on
0 Posts
TurboOtter i know personally a guy with turbine time that had an interview so i don't think it is true, although the majority might...Applicants now go through a sim ride in the metro sim as well I have heard, part of the 2nd stage maybe.