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Is the simulator session performed on a 742 and when full on a 744 or is it the otherway around? Can anyone please shine a light on this one?
Thanx!
Thanx!
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My sim eval back in Sept. 2005 was in the -200, but I hear alot of people getting tested in the -400. My guess, just a guess, is that the recruitment people get to use whatever is available and the training department gets first crack at the devices.
Mayday
Mayday
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You'll know which sim prior to the second interview.
This pertains to the -400.
They now give a briefing about one hour long on the whole session. Mine was given by a retired Airbus guy who was very relaxed. The atmosphere throughout the whole interview was that they want to see you succeed.
The individual who gave the briefing very quickly mentioned that they are checking our raw data/scan abilities.
The session is pretty much as the package they send to you outlines. No surprises and no “gotchas”. Take off as per the departure profile and then warm up with some turns to get the scan going. Into steep turns from there. I got the, “Where is the airport?” question and, “Slow down to 220 knots as quickly as you can”. Downwind left for the ILS which will be to minimums. Go-around as detailed except this time it will be a downwind right with an engine fire (I had number 4) on the downwind. Return for the three engine approach to landing. You’re done. The speed bug was set to 155 knots the entire time and the altitude was set at 10 000’. No need to call for speeds to be set.
Some things that were briefed included the following:
Max flap speeds. Guys either call for flaps above the max speeds or slow down below flap 1 speed without calling for the flaps.
Before going flying I was briefed to give the FO a quick brief about what I expect him to call. Call V1 and rotate, use after take off and landing checklists as best you can. Call me 100’ above and decide. As he briefed us previously he may or may not oblige on the callouts! Some guys get no V1 and others get no minimums call.
He really stressed tying, “Flaps 5, climb thrust” together. I assume many do not.
Fly attitude. If things start going off the tracks get back to 1 degree and fix it from there.
The three engine approach requires about 3 degrees of rudder trim. It’s Cathay’s procedure to remove the trim at 1000’ which was briefed.
He will tell you to pull all reversers on the three engine approach but only go beyond idle on the inners. He’ll call 70 knots where the reversers will be stowed.
When trimming they don’t want you “blipping” the trim switches. Hold it for 1 second then let go.
If the approach starts to come unraveled we were told to tell the FO, “I WOULD go around”. They don’t want people bombing off at the first sign of a deviation.
Power settings as briefed for the RB211’s are as follows:
EPR ATTITUDE SPEED
Take Off 1.50 15 V2+10
Climb 1.40 9-10 accelerating
Approach 1.18 1 Vref+10
Go around 1.50 13/15 Vref+10
This pertains to the -400.
They now give a briefing about one hour long on the whole session. Mine was given by a retired Airbus guy who was very relaxed. The atmosphere throughout the whole interview was that they want to see you succeed.
The individual who gave the briefing very quickly mentioned that they are checking our raw data/scan abilities.
The session is pretty much as the package they send to you outlines. No surprises and no “gotchas”. Take off as per the departure profile and then warm up with some turns to get the scan going. Into steep turns from there. I got the, “Where is the airport?” question and, “Slow down to 220 knots as quickly as you can”. Downwind left for the ILS which will be to minimums. Go-around as detailed except this time it will be a downwind right with an engine fire (I had number 4) on the downwind. Return for the three engine approach to landing. You’re done. The speed bug was set to 155 knots the entire time and the altitude was set at 10 000’. No need to call for speeds to be set.
Some things that were briefed included the following:
Max flap speeds. Guys either call for flaps above the max speeds or slow down below flap 1 speed without calling for the flaps.
Before going flying I was briefed to give the FO a quick brief about what I expect him to call. Call V1 and rotate, use after take off and landing checklists as best you can. Call me 100’ above and decide. As he briefed us previously he may or may not oblige on the callouts! Some guys get no V1 and others get no minimums call.
He really stressed tying, “Flaps 5, climb thrust” together. I assume many do not.
Fly attitude. If things start going off the tracks get back to 1 degree and fix it from there.
The three engine approach requires about 3 degrees of rudder trim. It’s Cathay’s procedure to remove the trim at 1000’ which was briefed.
He will tell you to pull all reversers on the three engine approach but only go beyond idle on the inners. He’ll call 70 knots where the reversers will be stowed.
When trimming they don’t want you “blipping” the trim switches. Hold it for 1 second then let go.
If the approach starts to come unraveled we were told to tell the FO, “I WOULD go around”. They don’t want people bombing off at the first sign of a deviation.
Power settings as briefed for the RB211’s are as follows:
EPR ATTITUDE SPEED
Take Off 1.50 15 V2+10
Climb 1.40 9-10 accelerating
Approach 1.18 1 Vref+10
Go around 1.50 13/15 Vref+10
Last edited by extreme P; 12th Jun 2006 at 02:10.
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Certainly. In the first interview when asked how I prepared I told them I read everything I could get my hands on. HR built on that and said everything you do in Hong Kong is important but nothing is more important than the sim. You should continue as you have been and do everything you can to prepare for the sim. I took that to mean get sim time.
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I concure with extreme P's posts. Brief the assessor on all calls you want...everything I asked for I got. V1/VR/V2, 1000 to go, 1000 to mins, approaching mins, 20 deg. prior for rollout in steep turns, loc/gs alive...of course he'll set the heading bug for you. After I told him where the airport was he asked what heading I would like to intcpt the loc....040 for 07R. Also for me, the slow down from 280KIAS to 200KIAS came after the #1 eng was secured (fire).
I split sim time in MSP on the -400....well worth it as I had no exp. with spd/alt tape. 1 hour was enough to see the profile at least once. Put you efforts into the sim and the interview and you'll do fine.
I split sim time in MSP on the -400....well worth it as I had no exp. with spd/alt tape. 1 hour was enough to see the profile at least once. Put you efforts into the sim and the interview and you'll do fine.
