'Alea Iacta Est' - Interview Summary
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'Alea Iacta Est' - Interview Summary
First of all, thanks to everybody on pprune who is sharing information. Without your help and without knowing anyone in CX the selection process would have been a lot tougher. We are all in the same boat and sharing information makes the selection process a level playing field for everybody. And don´t you just hate those people taking advantage of your application situation and trying to sell information? That´s why, I want to give something back to the community.
And, I want to thank Cathay for having me. Really appreciate it. I felt privileged to get invited to Hong Kong. Being able to have a first hand look at Cathay, Cathay City (Try the food in the canteen), the organization and Hong Kong itself left a lasting impression on me. Imho Cathay is one of the few career airlines left and as someone else put it they really are a ‘classy outfit’.
My Final Interview group came from all over the world. It was a terrific group with so many diverse backgrounds. It has been a pleasure to having met you gents and I hope you had more luck than me. Congratulations to everybody who made it. Job well done.
The atmosphere during all tests was very friendly. They are not out there to get you. They know you are nervous and try to put you at ease. But, you have to do your homework! It´s not a walk in the park. According to CX we do not compete against each other. We compete against the CX standard. Popular opinion puts the sim check and the interview on top of every other test. Still, I would not discount any of the other tests. I am sure they are there for a reason.
Major reading material I used were my ATPL books/notes and the internet (CX homepage, pprune etc.) Else CX Discovery inflight magazine (has a map with all the destinations), a Hong Kong travel guide, a EGPWS Pilot´s guide, ‘Getting to grips with aircraft performance’ by Airbus and JAR OPS 1 are rather useful. The last two publications are freely available. I did not use any of the other prep books mentioned here. Still, I felt I was well prepared with what I used. There is no need to fork out your hard earned dosh for information which you can get for free somewhere else. FAA certificate holders have some serious studying to do. The written FAA test standard just doesn´t cut it. But, if you have done a JAR (or similar lengthy) ATPL and have an internet connection you have most of the information already.
First interview:
Tech Part:
Lots of performance questions e.g. T/O segments, wet/contaminated RWY performance, V speeds and how they relate to each other, Vmca, Vmcg. Why do we use less thrust on a short RWY to get a higher T/O weight? Fuel requirements (check JAR OPS 1). Can we use less than 5% contingency fuel? What´s the procedure for doing so? drag curve: min drag, max endurance, max range, long range cruise, Top of descent light/heavy with a head/tail wind? CX history, When founded? What was the first airplane? What was the first 4-engine airplane? What the first jet? Destinations in Africa/USA? How many airplanes? What airplanes? (I did not memorize the exact numbers. Just relative fleet size. If you are really into memorizing then do so), general HKG weather knowledge: T and humidity in winter/summer, When is the best time to visit? I had not a single question about monsoon, ITCZ, typhoon, stability, dutch-roll and the like. Some of the other gents in my group had to give explanations either on the first or final interview. Operational question: you are on approach, the cross wind is outside company limitation and your skipper lands anyway. What do you do? You loose directional control on a slippery RWY. What do you do and why? Two airplanes on the table (A340, B744) Which one is which? What´s the difference between the A340-300 and A340-600? We did not get into more detail than that. Other applicants got some more detailed questions e.g. which engines, thrust ratings, where do we keep fuel. I don´t think you really need to know the fuel procedures if you are not rated on any of them.
HR Part:
Questions about your professional life. Have you failed any test/check ride? What do you like/dislike about your present job? What is your job like? Give one strenght/weakness of yourself. How do you feel being a S/O for 3+ years w/o handling the aircraft? What does your spouse/partner/siblings/parents think about you moving to HKG? How much profit last year, the year before? Any loss making year? (check 1998) How many pilots? CEO? Chairman? Why CX and not airline XYZ? If you come from a country with an established national carrier you will need some explaining why you are aiming for CX and not your home carrier. What other companies have you applied to? Where do you see yourself in 5y? What do you like/dislike about HKG/CX? The HR person really wants to be convinced that you want to make a long term commitment to HKG and CX. That´s why, you will get more than once questions testing your willingness to make that move.
If you have not been to HKG before than try to be there a few days early. Adjust to the time zone and have a look for your self. I tried to get as many impressions as possible when I went there for the Final Interview. I went to the obvious tourist spots in downtown. Also Discovery Bay, Aberdeen, the Buddha statue on Lantau, Tai O and took the bus from Tai O to Silvermine Bay. I liked the south side of Lantau with it´s beaches. With more time, I would have gone to the New Territories as well. There is a lot more to HKG than shopping and skyscrapers. As they say ‘Discover Hong Kong’
Final Interview:
Pick up your Final Interview itinerary at the reception of the Headland hotel.
Welcome Brief:
Collecting of paper work, logbook copies and briefing about the next two days. Was done by Monica. You know the lady who sent you the emails and gave you the phone call you were waiting for. Don´t wait till the last day to get all your paper work and copies done.
Simulator Briefing:
Half of us went to the sim briefing room and received a half hour briefing. (Everybody receives the sim assessment briefing with all the other required paper work about 4-6 weeks before.) If you have any questions now is time to ask.
Simulator Assessment:
Your choice of seat, make yourself comfortable, quick rundown of the basic flight instruments, power levers and TR´s, then T/O tracking the LOC, clean up the aircraft, level off at 2500’, speed 280, 30° turns, 45° steep turns, be careful with the steep turns, I was once a bit over 50° and got the stick shaker, recovered quickly though, after that: Where is the RWY? (check your RMI) Chose an intercept heading for the ILS, slow down and get configured to Flaps 10, GS alive Flaps 20, GS one dot gear down, on glide flaps 30, drive down the ILS, at min, no contact, go around climbing to 2500’, accelerate to 280, slow down to 200 (which is below clean speed; you need flaps. I pulled to idle and started configuring. I did not use speed brakes), you get an intercept heading for the ILS, speed is now yours, get configured, ILS again, sometime before minimum you will see the RWY, land. The nose drops when you reduce to idle. Oops, I pulled a bit too hard on the controls and bounced her once . That´s it. Nothing nasty.
You need to brief your PNF on everything you want him to do and what call outs you want. Tell him what call outs on T/O, approach, missed approach, what checklists. I tried to give an approach briefing and had the approach plate with me. My impression was that as long as you offer a briefing that´s fine. But they don´t really want to hear one. Some of the gents in my group got some 747 sim time before. I did not and was surprised how nicely the sim handled. I expected worse. The sim is somewhat pitch sensitive (which sim isn´t?) But at the 270t weight it is quite stable. It obviously has more inertia than any other airplane. You know that before. I don´t want to sound cocky, but I reckon if you fly a jet you don´t need 747 sim time. If you feel better doing so then go for it. Not sure how the prop guys felt. Maybe, one of them could comment about their impression. I don´t think they expect you to handle the aircraft perfectly. If you do you are obviously flying that aircraft or got plenty of sim time. I reckon you should show airmanship, a learning curve, basic IFR skills, multi crew procedures and learn from mistakes. Make sure you know what you are doing. And of course be smooth on the controls. As with all IFR flying keep your scan going! I got the chance to talk to some CX pilots about their sim experience later that evening and from what I gathered I did alright.
Interview:
Beware the heat is up a notch or two compared to the initial interview. Chances are they will get you to a point when you simply have to say ‘I don´t know’. I reckon the interview was my weakest part and that was it for me. I thought, I did better on my initial interview (HR and tech part) and should have organized my thoughts better during the final interview. Unfortunately, there were some inconsistency in my application process as well which certainly had a negative impact on me. If you are seriously interested in Cathay keep updating on a regular basis even if you think you are not near the flight hours necessary to get invited. Don´t make the same mistake I made!
HR part:
Many same/similar questions as on the initial interview. Don´t get creative and start making up new stories. Be consistent with what you said on your initial interview. Again, lots of questions to find out if you really want to make a long term commitment to CX and HKG. How would you cope with living in China. Yes HKG is part of China. One strength/weakness. Why not airline XYZ? Other applications? One thing you don´t like about CX? CX history. I got a bit mixed up here. How many airplanes? Size of fleets? Destinations in Australia and the US. Tell a story about your professional career which is out of the ordinary. Where in HKG would you like to live? One of the last questions: What would you do if not selected by CX? That question caught me off guard and I had no real answer since I don´t have a plan B. Has anyone got that question too? I somehow took it as a hint that things were not going my way.
Tech part:
Basic questions about my airplane e.g. type of engines, do we have leading edge slats? Range? Winglets? Operational questions: You are on approach an airport and there is CB activity. What are your thoughts and actions? I talked about WX radar and EGPWS Mode 7. What´s your windshear procedure? He then asked me what´s the difference between ‘WINDSHEAR’ and ‘WINDSHEAR WINDSHEAR’. I figured it had to do with the level of urgency. Basically being more aggressive with the windshear escape procedure. Getting back home I looked at our EGPWS Pilot´s guide. Well, I don´t want to sound like a smart **** but the only two Mode 7 call outs we have are ‘CAUTION, WINDSHEAR’ and ‘WINDSHEAR WINDSHEAR WINDSHEAR’. That would have made it obvious. One is a caution and the other is a warning. I am open to debate on this one if other systems have different call outs. Maybe since I was not really percent sure I just should have said so. Too bad for me. Then lots of questions about contamination (ice, snow) on RWY and airplane. Can we go with snow/ice on wing/fuselage/rudder/engines? Same questions for frost. During the interview I wasn´t sure why we got so deep into that topic. But the penny dropped the day after. If you put down anything special in the ‘Flying Environment’ section of your application make sure you can back this up with knowledge. Why do we fly Mach number at altitude? Could we use IAS? I figured at cruise altitude we could as well fly at an IAS since we are level and not climbing/descending. I know the relationship of IAS/TAS/Mach. Just the way how he put the questions I did not grasp what he was really getting at. Kinda think I was somewhat off track here. Probably should have explain the IAS/TAS/Mach relationship right away. How does a swept wing increase Mach critical? I drew the vector diagram on the board. What do winglets do? Rate your sim performance on a scale of 1-10, 10 being best. How did you prepare for the sim? I did some 737 MFS practice to get a feel for the procedures and felt that was all I needed. I don´t think I would have done a lot better with 747 sim practice before. If you feel better renting a sim by all means do so. If you could choose would you rather fly the A340 or B744?
English Language Test
Listen to a few short stories (with accents from non native speakers) and explain in your own words what you just heard. Make sure you don´t use slang when explaining things. Use standard English. You get a headline which could have two meanings. Explain both of them. You get a problem/question and are asked to give your opinion. Apparently, the test is in anticipation of the new ICAO English language requirement in 2008. On a scale of 1-6 you need at least 4 to pass. 6 being perfect.
Flight Crew Relations Manager Briefing
Bring your spouse/partner along and relax. Some general information about CX, benefits, life in HKG, support CX offers when moving to HKG etc.
Group Exercise
Basically a CRM exercise. We had the astronaut problem which has been described before on pprune. So I won´t get too detailed here. 6 of us had 45min to work it out. We took a bit long to get organized, 15-20min. I would recommend designate someone to collect all available information on the board and then start eliminating candidates. A lot of information is missing or incomplete and I am not sure if there is one right candidate. I reckon it´s more how you communicate with each other, come up with a game plan and get to your solution.
Medical
No sweat if you have a first class medical and lead a healthy lifestyle. I had a nice chat with Michele. Was actually looking forward to continue our chat during the cocktail party but for some reason she left early and I didn´t get a chance. Anyhow, guess that´s a different story.
GMA and 16PF
I don´t think anyone finished the GMA test. I answered about 2/3 of the questions. Though I have no clue how I did. If you don´t grasp what is being asked after reading a question the second time move on. One question I remember dealt with time zone differences. Like there are four places a, b, c and d. A is x-hours ahead of c and c is y-hours behind b. What is the time difference between a and b? Questions with lots of variables and with the time pressure (30min) it´s difficult to stay calm and organized. Not much to think about the 16PF. Answer what ever you think describes you best. Just be careful. A few questions from the beginning are repeated towards the end (similar wording anyway). You figure out why.
Drinks
You meet the recruitment people from the last two days and a few more senior staff members. If your better half came along the trip that´s her/his chance to show support. Otherwise, have some chats and show your excitement about HKG and CX. Great if you are the social type of person. Otherwise, one and a half hour is not a lot time to warm up and to get cosy with everybody. Oh, and just because drinks are free don´t get drunk. Heard rumours that a few guys (Australians) blew it all here.
That´s all I can think about right now. Thanks again to everybody who made this experience possible. And good luck to everybody who is going to the Initial and Final Interview.
For everybody who doesn´t get on first time, I heard quite a few CX pilots were successful after their second attempt. Don´t just quit. You might get another shot a year or two later.
And, I want to thank Cathay for having me. Really appreciate it. I felt privileged to get invited to Hong Kong. Being able to have a first hand look at Cathay, Cathay City (Try the food in the canteen), the organization and Hong Kong itself left a lasting impression on me. Imho Cathay is one of the few career airlines left and as someone else put it they really are a ‘classy outfit’.
My Final Interview group came from all over the world. It was a terrific group with so many diverse backgrounds. It has been a pleasure to having met you gents and I hope you had more luck than me. Congratulations to everybody who made it. Job well done.
The atmosphere during all tests was very friendly. They are not out there to get you. They know you are nervous and try to put you at ease. But, you have to do your homework! It´s not a walk in the park. According to CX we do not compete against each other. We compete against the CX standard. Popular opinion puts the sim check and the interview on top of every other test. Still, I would not discount any of the other tests. I am sure they are there for a reason.
Major reading material I used were my ATPL books/notes and the internet (CX homepage, pprune etc.) Else CX Discovery inflight magazine (has a map with all the destinations), a Hong Kong travel guide, a EGPWS Pilot´s guide, ‘Getting to grips with aircraft performance’ by Airbus and JAR OPS 1 are rather useful. The last two publications are freely available. I did not use any of the other prep books mentioned here. Still, I felt I was well prepared with what I used. There is no need to fork out your hard earned dosh for information which you can get for free somewhere else. FAA certificate holders have some serious studying to do. The written FAA test standard just doesn´t cut it. But, if you have done a JAR (or similar lengthy) ATPL and have an internet connection you have most of the information already.
First interview:
Tech Part:
Lots of performance questions e.g. T/O segments, wet/contaminated RWY performance, V speeds and how they relate to each other, Vmca, Vmcg. Why do we use less thrust on a short RWY to get a higher T/O weight? Fuel requirements (check JAR OPS 1). Can we use less than 5% contingency fuel? What´s the procedure for doing so? drag curve: min drag, max endurance, max range, long range cruise, Top of descent light/heavy with a head/tail wind? CX history, When founded? What was the first airplane? What was the first 4-engine airplane? What the first jet? Destinations in Africa/USA? How many airplanes? What airplanes? (I did not memorize the exact numbers. Just relative fleet size. If you are really into memorizing then do so), general HKG weather knowledge: T and humidity in winter/summer, When is the best time to visit? I had not a single question about monsoon, ITCZ, typhoon, stability, dutch-roll and the like. Some of the other gents in my group had to give explanations either on the first or final interview. Operational question: you are on approach, the cross wind is outside company limitation and your skipper lands anyway. What do you do? You loose directional control on a slippery RWY. What do you do and why? Two airplanes on the table (A340, B744) Which one is which? What´s the difference between the A340-300 and A340-600? We did not get into more detail than that. Other applicants got some more detailed questions e.g. which engines, thrust ratings, where do we keep fuel. I don´t think you really need to know the fuel procedures if you are not rated on any of them.
HR Part:
Questions about your professional life. Have you failed any test/check ride? What do you like/dislike about your present job? What is your job like? Give one strenght/weakness of yourself. How do you feel being a S/O for 3+ years w/o handling the aircraft? What does your spouse/partner/siblings/parents think about you moving to HKG? How much profit last year, the year before? Any loss making year? (check 1998) How many pilots? CEO? Chairman? Why CX and not airline XYZ? If you come from a country with an established national carrier you will need some explaining why you are aiming for CX and not your home carrier. What other companies have you applied to? Where do you see yourself in 5y? What do you like/dislike about HKG/CX? The HR person really wants to be convinced that you want to make a long term commitment to HKG and CX. That´s why, you will get more than once questions testing your willingness to make that move.
If you have not been to HKG before than try to be there a few days early. Adjust to the time zone and have a look for your self. I tried to get as many impressions as possible when I went there for the Final Interview. I went to the obvious tourist spots in downtown. Also Discovery Bay, Aberdeen, the Buddha statue on Lantau, Tai O and took the bus from Tai O to Silvermine Bay. I liked the south side of Lantau with it´s beaches. With more time, I would have gone to the New Territories as well. There is a lot more to HKG than shopping and skyscrapers. As they say ‘Discover Hong Kong’
Final Interview:
Pick up your Final Interview itinerary at the reception of the Headland hotel.
Welcome Brief:
Collecting of paper work, logbook copies and briefing about the next two days. Was done by Monica. You know the lady who sent you the emails and gave you the phone call you were waiting for. Don´t wait till the last day to get all your paper work and copies done.
Simulator Briefing:
Half of us went to the sim briefing room and received a half hour briefing. (Everybody receives the sim assessment briefing with all the other required paper work about 4-6 weeks before.) If you have any questions now is time to ask.
Simulator Assessment:
Your choice of seat, make yourself comfortable, quick rundown of the basic flight instruments, power levers and TR´s, then T/O tracking the LOC, clean up the aircraft, level off at 2500’, speed 280, 30° turns, 45° steep turns, be careful with the steep turns, I was once a bit over 50° and got the stick shaker, recovered quickly though, after that: Where is the RWY? (check your RMI) Chose an intercept heading for the ILS, slow down and get configured to Flaps 10, GS alive Flaps 20, GS one dot gear down, on glide flaps 30, drive down the ILS, at min, no contact, go around climbing to 2500’, accelerate to 280, slow down to 200 (which is below clean speed; you need flaps. I pulled to idle and started configuring. I did not use speed brakes), you get an intercept heading for the ILS, speed is now yours, get configured, ILS again, sometime before minimum you will see the RWY, land. The nose drops when you reduce to idle. Oops, I pulled a bit too hard on the controls and bounced her once . That´s it. Nothing nasty.
You need to brief your PNF on everything you want him to do and what call outs you want. Tell him what call outs on T/O, approach, missed approach, what checklists. I tried to give an approach briefing and had the approach plate with me. My impression was that as long as you offer a briefing that´s fine. But they don´t really want to hear one. Some of the gents in my group got some 747 sim time before. I did not and was surprised how nicely the sim handled. I expected worse. The sim is somewhat pitch sensitive (which sim isn´t?) But at the 270t weight it is quite stable. It obviously has more inertia than any other airplane. You know that before. I don´t want to sound cocky, but I reckon if you fly a jet you don´t need 747 sim time. If you feel better doing so then go for it. Not sure how the prop guys felt. Maybe, one of them could comment about their impression. I don´t think they expect you to handle the aircraft perfectly. If you do you are obviously flying that aircraft or got plenty of sim time. I reckon you should show airmanship, a learning curve, basic IFR skills, multi crew procedures and learn from mistakes. Make sure you know what you are doing. And of course be smooth on the controls. As with all IFR flying keep your scan going! I got the chance to talk to some CX pilots about their sim experience later that evening and from what I gathered I did alright.
Interview:
Beware the heat is up a notch or two compared to the initial interview. Chances are they will get you to a point when you simply have to say ‘I don´t know’. I reckon the interview was my weakest part and that was it for me. I thought, I did better on my initial interview (HR and tech part) and should have organized my thoughts better during the final interview. Unfortunately, there were some inconsistency in my application process as well which certainly had a negative impact on me. If you are seriously interested in Cathay keep updating on a regular basis even if you think you are not near the flight hours necessary to get invited. Don´t make the same mistake I made!
HR part:
Many same/similar questions as on the initial interview. Don´t get creative and start making up new stories. Be consistent with what you said on your initial interview. Again, lots of questions to find out if you really want to make a long term commitment to CX and HKG. How would you cope with living in China. Yes HKG is part of China. One strength/weakness. Why not airline XYZ? Other applications? One thing you don´t like about CX? CX history. I got a bit mixed up here. How many airplanes? Size of fleets? Destinations in Australia and the US. Tell a story about your professional career which is out of the ordinary. Where in HKG would you like to live? One of the last questions: What would you do if not selected by CX? That question caught me off guard and I had no real answer since I don´t have a plan B. Has anyone got that question too? I somehow took it as a hint that things were not going my way.
Tech part:
Basic questions about my airplane e.g. type of engines, do we have leading edge slats? Range? Winglets? Operational questions: You are on approach an airport and there is CB activity. What are your thoughts and actions? I talked about WX radar and EGPWS Mode 7. What´s your windshear procedure? He then asked me what´s the difference between ‘WINDSHEAR’ and ‘WINDSHEAR WINDSHEAR’. I figured it had to do with the level of urgency. Basically being more aggressive with the windshear escape procedure. Getting back home I looked at our EGPWS Pilot´s guide. Well, I don´t want to sound like a smart **** but the only two Mode 7 call outs we have are ‘CAUTION, WINDSHEAR’ and ‘WINDSHEAR WINDSHEAR WINDSHEAR’. That would have made it obvious. One is a caution and the other is a warning. I am open to debate on this one if other systems have different call outs. Maybe since I was not really percent sure I just should have said so. Too bad for me. Then lots of questions about contamination (ice, snow) on RWY and airplane. Can we go with snow/ice on wing/fuselage/rudder/engines? Same questions for frost. During the interview I wasn´t sure why we got so deep into that topic. But the penny dropped the day after. If you put down anything special in the ‘Flying Environment’ section of your application make sure you can back this up with knowledge. Why do we fly Mach number at altitude? Could we use IAS? I figured at cruise altitude we could as well fly at an IAS since we are level and not climbing/descending. I know the relationship of IAS/TAS/Mach. Just the way how he put the questions I did not grasp what he was really getting at. Kinda think I was somewhat off track here. Probably should have explain the IAS/TAS/Mach relationship right away. How does a swept wing increase Mach critical? I drew the vector diagram on the board. What do winglets do? Rate your sim performance on a scale of 1-10, 10 being best. How did you prepare for the sim? I did some 737 MFS practice to get a feel for the procedures and felt that was all I needed. I don´t think I would have done a lot better with 747 sim practice before. If you feel better renting a sim by all means do so. If you could choose would you rather fly the A340 or B744?
English Language Test
Listen to a few short stories (with accents from non native speakers) and explain in your own words what you just heard. Make sure you don´t use slang when explaining things. Use standard English. You get a headline which could have two meanings. Explain both of them. You get a problem/question and are asked to give your opinion. Apparently, the test is in anticipation of the new ICAO English language requirement in 2008. On a scale of 1-6 you need at least 4 to pass. 6 being perfect.
Flight Crew Relations Manager Briefing
Bring your spouse/partner along and relax. Some general information about CX, benefits, life in HKG, support CX offers when moving to HKG etc.
Group Exercise
Basically a CRM exercise. We had the astronaut problem which has been described before on pprune. So I won´t get too detailed here. 6 of us had 45min to work it out. We took a bit long to get organized, 15-20min. I would recommend designate someone to collect all available information on the board and then start eliminating candidates. A lot of information is missing or incomplete and I am not sure if there is one right candidate. I reckon it´s more how you communicate with each other, come up with a game plan and get to your solution.
Medical
No sweat if you have a first class medical and lead a healthy lifestyle. I had a nice chat with Michele. Was actually looking forward to continue our chat during the cocktail party but for some reason she left early and I didn´t get a chance. Anyhow, guess that´s a different story.
GMA and 16PF
I don´t think anyone finished the GMA test. I answered about 2/3 of the questions. Though I have no clue how I did. If you don´t grasp what is being asked after reading a question the second time move on. One question I remember dealt with time zone differences. Like there are four places a, b, c and d. A is x-hours ahead of c and c is y-hours behind b. What is the time difference between a and b? Questions with lots of variables and with the time pressure (30min) it´s difficult to stay calm and organized. Not much to think about the 16PF. Answer what ever you think describes you best. Just be careful. A few questions from the beginning are repeated towards the end (similar wording anyway). You figure out why.
Drinks
You meet the recruitment people from the last two days and a few more senior staff members. If your better half came along the trip that´s her/his chance to show support. Otherwise, have some chats and show your excitement about HKG and CX. Great if you are the social type of person. Otherwise, one and a half hour is not a lot time to warm up and to get cosy with everybody. Oh, and just because drinks are free don´t get drunk. Heard rumours that a few guys (Australians) blew it all here.
That´s all I can think about right now. Thanks again to everybody who made this experience possible. And good luck to everybody who is going to the Initial and Final Interview.
For everybody who doesn´t get on first time, I heard quite a few CX pilots were successful after their second attempt. Don´t just quit. You might get another shot a year or two later.
Join Date: Mar 2004
Location: Brisbane
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Thanks mate!
I am sure like all that have or will read your post here will be very grateful for detailing your experience. 
I wish you the best in reapplying - looking in from the outside, CX are a great outfit.
I have initial testing coming up soon - hopefully I make it to second round like you did - but as an aussie I will make sure I don't blow it at the drinks. It wouldn't surprise me if aussie guys abused the free drinks privilege - if the rumour is true - at least they probably had a good night in town afterwards....
Once again thank you for taking the time to post.
wawa
I wish you the best in reapplying - looking in from the outside, CX are a great outfit.
I have initial testing coming up soon - hopefully I make it to second round like you did - but as an aussie I will make sure I don't blow it at the drinks. It wouldn't surprise me if aussie guys abused the free drinks privilege - if the rumour is true - at least they probably had a good night in town afterwards....
Once again thank you for taking the time to post.
wawa
Join Date: Dec 2004
Location: UK
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Maybe next time -
Can you not maybe put your post in the Cathay Information directory (the sticky at the top) under the topic "Information for those interested....", otherwise it will just be lost in a few month's time. Some very good info - Thank you! Wish I had it before I left for HK for the second interview. Nevertheless, just found out that I was successful!
Can you not maybe put your post in the Cathay Information directory (the sticky at the top) under the topic "Information for those interested....", otherwise it will just be lost in a few month's time. Some very good info - Thank you! Wish I had it before I left for HK for the second interview. Nevertheless, just found out that I was successful!
