CX interview...Done
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CX interview...Done
Hey guys I just did my first CX interview in Van couver. I posted it on willflyforfood.com under Nov 2006 if you are interested. Good luck
Ryan
Ryan
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your summary sounds pretty similar to what I had in YVR. Here goes my little summary.
Most of the questions were HR based and alot of focus on the early part of your flying career. He just wanted to know my reasoning for the decisions I've made. Why not the military? Why not a colledge program? Why did you leave university? Why did you pick this flight school? So be prepared to describe your entire career. Other questions were pretty basic, how many a/c and what types are on order? I couldn't remember the exact number of 747's on order but gave a guess-timate. What's a 747-400BCF(Boeing Coversion Freighter) and where are they being converted?(Xiamen). What's the population of HK? (7m) What's the cost of living in HK. (this one I didn't know and said so). He gave some tough scenarios to choose from in the next couple of months.
Ex. let's say after this interview you get an interview from Air Canada and shortly after you get offered a job starting on Feb. 1. Then, Cathay calls inviting you to a second interview on March 1, and neither date is flexible?
I didn't really take that chance to elaborate why I wanted to work for Cathay. One of the questions I wish I could have back.
The tech quiz, btw, is pretty simple and only took me 10 minutes to complete. I used another 10 min to make sure I didn't make any mistakes.
The tech guy started with some basic questions on my current type. Weights and engine type, nothing too in depth.
What's Mcrit, expalin mach tuck, what device counteracts this?
Then he pulled out a weather map and asked me what time of year this is? I said judging by all the t-storms in the area, I figured it was summer. I didn't notice the typhoon further to the east. He pointed out the typhoon and ask to explain what it is, how does it form and where is it tracking. The typhoon was just north of the western islands of Micronesia and told it would track N-NW towards Japan.
The Drag curve came out and he asked to explain each line and Vimd and best range speed.
Asked me what is EGPWS and what is required to be working in order to have the enhanced function working. I really didn't know this one and told him " I assume" it has to do with the radar since it has to on to map out the terrain in the database.
How would avoid a t-storm? upwind or downwind?
what's isa deviation @ 27000ft and the OAT is -35?
Why does do jet engines need to fly high?
What is variable incidence tail used for?
What is the windshear recovery procedure and why no configuration changes?
What are the types of aquaplanning? What is reverted rubber?
He also gave a type of CRM scenario. Let's say you some up on the IF and you're the PNF and the Captain is high on the glide slope what do you do? The question seemed rather vague to me but he lead me on to that an overshoot is required if the aircraft is not configured, on target speed, and on the ILS by 1000ft AGL.
Overall, it didn't go too bad, but there are some answers I would take back. I'll find out if I'm going to HK by Friday.
Hope this helps, and good luck to all.
Most of the questions were HR based and alot of focus on the early part of your flying career. He just wanted to know my reasoning for the decisions I've made. Why not the military? Why not a colledge program? Why did you leave university? Why did you pick this flight school? So be prepared to describe your entire career. Other questions were pretty basic, how many a/c and what types are on order? I couldn't remember the exact number of 747's on order but gave a guess-timate. What's a 747-400BCF(Boeing Coversion Freighter) and where are they being converted?(Xiamen). What's the population of HK? (7m) What's the cost of living in HK. (this one I didn't know and said so). He gave some tough scenarios to choose from in the next couple of months.
Ex. let's say after this interview you get an interview from Air Canada and shortly after you get offered a job starting on Feb. 1. Then, Cathay calls inviting you to a second interview on March 1, and neither date is flexible?
I didn't really take that chance to elaborate why I wanted to work for Cathay. One of the questions I wish I could have back.
The tech quiz, btw, is pretty simple and only took me 10 minutes to complete. I used another 10 min to make sure I didn't make any mistakes.
The tech guy started with some basic questions on my current type. Weights and engine type, nothing too in depth.
What's Mcrit, expalin mach tuck, what device counteracts this?
Then he pulled out a weather map and asked me what time of year this is? I said judging by all the t-storms in the area, I figured it was summer. I didn't notice the typhoon further to the east. He pointed out the typhoon and ask to explain what it is, how does it form and where is it tracking. The typhoon was just north of the western islands of Micronesia and told it would track N-NW towards Japan.
The Drag curve came out and he asked to explain each line and Vimd and best range speed.
Asked me what is EGPWS and what is required to be working in order to have the enhanced function working. I really didn't know this one and told him " I assume" it has to do with the radar since it has to on to map out the terrain in the database.
How would avoid a t-storm? upwind or downwind?
what's isa deviation @ 27000ft and the OAT is -35?
Why does do jet engines need to fly high?
What is variable incidence tail used for?
What is the windshear recovery procedure and why no configuration changes?
What are the types of aquaplanning? What is reverted rubber?
He also gave a type of CRM scenario. Let's say you some up on the IF and you're the PNF and the Captain is high on the glide slope what do you do? The question seemed rather vague to me but he lead me on to that an overshoot is required if the aircraft is not configured, on target speed, and on the ILS by 1000ft AGL.
Overall, it didn't go too bad, but there are some answers I would take back. I'll find out if I'm going to HK by Friday.
Hope this helps, and good luck to all.
Last edited by cfmoverboost; 27th Nov 2006 at 18:08.
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L -vs- D refers to the relationship of lift to drag on the drag curves. LDmax is the intersection of the two drag curves and in theory will give you the max range..er.. endurance?..............It's been a while!
Hope that makes sense,
Barn
Hope that makes sense,
Barn
