Cathay Pacific Cadet Pilot Programme
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@yatsuki:
I'm not surprised considering the amount of applications they receive everyday. I applied for an interview in Hong Kong, and they called back 3 months after. I would expect oversea applicants to take longer.
I'm not surprised considering the amount of applications they receive everyday. I applied for an interview in Hong Kong, and they called back 3 months after. I would expect oversea applicants to take longer.
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@Sp0r3
Yeah, I think they recieved tons of applications everyday, poor applications screening staff orz
I also put HK as my primary interview location since I think it would be faster to get contact from them
After reading your post, I would expect about 3 months or so
So what stage are you up to now?
Yeah, I think they recieved tons of applications everyday, poor applications screening staff orz
I also put HK as my primary interview location since I think it would be faster to get contact from them
After reading your post, I would expect about 3 months or soSo what stage are you up to now?
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Haha. Right on.
I came across Cpt. Underpant's post on Page 158 outlining the entire "loan" structure.
Now what if, and God forbid, the pilot fails during his grading/checks - does he/she owe CX such a staggering amount?
I came across Cpt. Underpant's post on Page 158 outlining the entire "loan" structure.
Now what if, and God forbid, the pilot fails during his grading/checks - does he/she owe CX such a staggering amount?
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Clish -
I don't think there will ever be an answer to your question. Neither has it been answered in the past, if I'm not mistaken, considering I've gone through the 190 odd pages of this thread at a brisk pace.
I don't think there will ever be an answer to your question. Neither has it been answered in the past, if I'm not mistaken, considering I've gone through the 190 odd pages of this thread at a brisk pace.
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Smurf
Out of curiosity, I've tried to find out but no one seems to know as its yet to happen (to an iCadet).
Cathay will endevour to get every S/O in the system through the training, using its considerable resources as they need bums in seats.
Deliberately failing (in order to escape the contract) would undoubtedly be vigorously pursued.
In the unlikely event that someone fails miserably to meet the standard (which have dropped considerably over the years, fwiw) I'm certain the financial side will be dealt with in typical CX (admin) fashion, with threats and intimidation, testing (and breaking) the limits of the law in a somewhat reactionary fashion until some sort of statutory boundary is enforced by an external agency.
This will be followed by an enforced amendment by CX (in a draconian manner, of course) to all icadets contracts to cover themselves. It's how they work. 100% reactionary.
In the past, LEPs (the acronym for our local - Chinese - cadet scheme) who failed, simply left. Some left flying entirely, some went to the CAD, some to GFS, others to other airlines in HKG...without having to reimburse CX. As far as know, CX never attempted to recover the cost of training as there was no bond.
That was before some "genius" thought up this forgivable loan idea. As you've been "loaned" the money, both from a contractual perspective and as far as the IRD are concerned (they are taxing the entire amount of the loan - in one lump, btw) I would imagine that CX have some sort of legal right to attempt recovery of the dough. Whether they actually succeed is the question. Time will tell.
Nice guys they are not. Caveat emptor.
Out of curiosity, I've tried to find out but no one seems to know as its yet to happen (to an iCadet).
Cathay will endevour to get every S/O in the system through the training, using its considerable resources as they need bums in seats.
Deliberately failing (in order to escape the contract) would undoubtedly be vigorously pursued.
In the unlikely event that someone fails miserably to meet the standard (which have dropped considerably over the years, fwiw) I'm certain the financial side will be dealt with in typical CX (admin) fashion, with threats and intimidation, testing (and breaking) the limits of the law in a somewhat reactionary fashion until some sort of statutory boundary is enforced by an external agency.
This will be followed by an enforced amendment by CX (in a draconian manner, of course) to all icadets contracts to cover themselves. It's how they work. 100% reactionary.
In the past, LEPs (the acronym for our local - Chinese - cadet scheme) who failed, simply left. Some left flying entirely, some went to the CAD, some to GFS, others to other airlines in HKG...without having to reimburse CX. As far as know, CX never attempted to recover the cost of training as there was no bond.
That was before some "genius" thought up this forgivable loan idea. As you've been "loaned" the money, both from a contractual perspective and as far as the IRD are concerned (they are taxing the entire amount of the loan - in one lump, btw) I would imagine that CX have some sort of legal right to attempt recovery of the dough. Whether they actually succeed is the question. Time will tell.
Nice guys they are not. Caveat emptor.
Last edited by Cpt. Underpants; 10th Mar 2012 at 21:34.
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By standards I assume Underpants was referring to the recruitment process, entry requirements and some of the line flying SOs (not all, mind you).
If you have read 200 pages of this thread, you would learn that the pilots from the subcontinent have come under a barrage of criticism from the skippers/FOs (mainly the Poms/Yanks/Aussies) presently working with CX Needless to say, there are instances (associated with airlines in India) which provide substantial proof to their theories. However, there may be many rotten eggs. But not all are.
During my training for a PPL in a flight school down under, before I got my first solo, I came across a Grade 2 flying instructor (No, he wasn't from the subcontinent) and I asked him the course of action that should be taken when the static source failed (in a C152 that had no alternate static source). He didn't know what to say and conveniently walked away. Now, that's just one of them. Not all. Today, he would definitely want to get into Cathay's SO programme (maybe he is in it already), and if I ever saw him, I wouldn't judge him based on that question that got him knocked out 2 years ago.
Many of you would right away put your bet on blokes from the subcontinent when it comes to low standards. But I wouldn't generalize this case with all Indian pilots. Here's the bitter truth - There are nearly 6000 commercial pilots with 200+ hours unemployed in India at the moment. I repeat, 'many' of them took it up just for the money and lifestyle overpowering their passion for flying which would directly affect their basic knowledge. Maybe two-thirds of them (including myself) were trained in UK, Australia, New Zealand, USA, South Africa and Canada. There isn't much of GA happening in India. Not too many flight schools either. Unfortunately, I assume only a third of that alarming figure of 6000 would be employed with the airlines in the next 10-15 years. The rest would take up other jobs/businesses and move on. But these are desperate times for Indian pilots, and I agree not every one of us would fit the bill. I'd be a moron if I said we wouldn't take any opportunity that comes our way.
Cathay Pacific came to India (owing to the huge number of applications received) this year for the first time. According to reports, 77 qualified pilots were called for the advanced entry initial interview. Now these 77 pilots have to go through the same selection process as is conducted for pilots in the UK, USA, Australia, Canada, South Africa, New Zealand. There are some who fail and some who pass. The pilots who passed must have definitely met the standards set by Cathay Pacific (whether the standards of recruitment have gone down or not is not our headache). But the road doesn't end there. We still have to pass the written test and final interview. Wait, there's still flight grading and more checks (again, whether CX is not too strict about it is not our headache).
Cpt. Underpants and others on the same boat, with all due respect, I understand your frustration on Cathay's recruitment drive in the subcontinent and our pilots falling prey to the hidden terms and conditions of the airline (looting taxes, poor housing allowance, low salaries) which I assume would affect you. Yes, I've done a bit of reading on John Warham's 49ers. Maybe you and another 48 skippers/officers should take up this issue with the management. We have no fallback option but to apply for the Second Officer programme with some of the airlines. As for Cathay Pacific, we may not pass the test. But we are certainly hardworking and we will try again to earn that position. For the love of God, don't write us off. This is a learning curve and we get to learn from you. I'm sure you followed it too with years of training and on-the-job experience. Many of us are as good as some of the junior-level pilots from other countries. Neither is India's safety record as bad as you think it is compared to other parts of the world. I'm not making a mockery of my opinion, but there maybe a few hiccups. Hiccups that can be dealt with.
I reckon this has been discussed before, but I hope I haven't taken my views to another level which would result in an air of animosity towards each other.
If you have read 200 pages of this thread, you would learn that the pilots from the subcontinent have come under a barrage of criticism from the skippers/FOs (mainly the Poms/Yanks/Aussies) presently working with CX Needless to say, there are instances (associated with airlines in India) which provide substantial proof to their theories. However, there may be many rotten eggs. But not all are.
During my training for a PPL in a flight school down under, before I got my first solo, I came across a Grade 2 flying instructor (No, he wasn't from the subcontinent) and I asked him the course of action that should be taken when the static source failed (in a C152 that had no alternate static source). He didn't know what to say and conveniently walked away. Now, that's just one of them. Not all. Today, he would definitely want to get into Cathay's SO programme (maybe he is in it already), and if I ever saw him, I wouldn't judge him based on that question that got him knocked out 2 years ago.
Many of you would right away put your bet on blokes from the subcontinent when it comes to low standards. But I wouldn't generalize this case with all Indian pilots. Here's the bitter truth - There are nearly 6000 commercial pilots with 200+ hours unemployed in India at the moment. I repeat, 'many' of them took it up just for the money and lifestyle overpowering their passion for flying which would directly affect their basic knowledge. Maybe two-thirds of them (including myself) were trained in UK, Australia, New Zealand, USA, South Africa and Canada. There isn't much of GA happening in India. Not too many flight schools either. Unfortunately, I assume only a third of that alarming figure of 6000 would be employed with the airlines in the next 10-15 years. The rest would take up other jobs/businesses and move on. But these are desperate times for Indian pilots, and I agree not every one of us would fit the bill. I'd be a moron if I said we wouldn't take any opportunity that comes our way.
Cathay Pacific came to India (owing to the huge number of applications received) this year for the first time. According to reports, 77 qualified pilots were called for the advanced entry initial interview. Now these 77 pilots have to go through the same selection process as is conducted for pilots in the UK, USA, Australia, Canada, South Africa, New Zealand. There are some who fail and some who pass. The pilots who passed must have definitely met the standards set by Cathay Pacific (whether the standards of recruitment have gone down or not is not our headache). But the road doesn't end there. We still have to pass the written test and final interview. Wait, there's still flight grading and more checks (again, whether CX is not too strict about it is not our headache).
Cpt. Underpants and others on the same boat, with all due respect, I understand your frustration on Cathay's recruitment drive in the subcontinent and our pilots falling prey to the hidden terms and conditions of the airline (looting taxes, poor housing allowance, low salaries) which I assume would affect you. Yes, I've done a bit of reading on John Warham's 49ers. Maybe you and another 48 skippers/officers should take up this issue with the management. We have no fallback option but to apply for the Second Officer programme with some of the airlines. As for Cathay Pacific, we may not pass the test. But we are certainly hardworking and we will try again to earn that position. For the love of God, don't write us off. This is a learning curve and we get to learn from you. I'm sure you followed it too with years of training and on-the-job experience. Many of us are as good as some of the junior-level pilots from other countries. Neither is India's safety record as bad as you think it is compared to other parts of the world. I'm not making a mockery of my opinion, but there maybe a few hiccups. Hiccups that can be dealt with.
I reckon this has been discussed before, but I hope I haven't taken my views to another level which would result in an air of animosity towards each other.
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boxer
I mean just that: I'm flying with S/O's and F/O's who even 10 years ago, would not have met the standard (then) and certainly would not have remained employed by CX. Read a thread on FH about a current Airbus S/O as an example.
I mean just that: I'm flying with S/O's and F/O's who even 10 years ago, would not have met the standard (then) and certainly would not have remained employed by CX. Read a thread on FH about a current Airbus S/O as an example.
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Yeah. I read that post on the SO that seemed to have gone through the cracks. That is indeed shocking considering the nature of the interviews and flight grading processes. Sim assessments and base checks too. But I believe it's also what used to be a very small pool of pilots in the old days required for a very exclusive job, airline expansion has resulted in having to fill seats in cockpits. Ad opposed to getting above average, it slants towards meeting 'minimum standards' with potential to make captain. That's subjective for obvious reasons. Somethings gotta give.
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I don't think there will ever be an answer to your question. Neither has it been answered in the past, if I'm not mistaken, considering I've gone through the 190 odd pages of this thread at a brisk pace.
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What kind of math was asked in that unfinishable 33 ques exams.. Av math are just mostly conversions, estimates and measurements.
When you say AV math is just mostly conversion, estimates, and measurements.... are you talking about the cx test or what you know as AV math?
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Hello
Im talking about av math. Anyways, if there will be any changes in the math exam considering our experience, will and shall be tolerable. I bet there wouldn't be any sin and cos in that exam.
Good luck in you exam and interview and hoping for you to update us what is in it for us the math exam and the whole process of the application.
Cheers!
Good luck in you exam and interview and hoping for you to update us what is in it for us the math exam and the whole process of the application.
Cheers!
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The Maths test is finishable...
A few 866x432+32/0.02
99x9.9x0.99
1/2 + 1/3 + 1/4 x0.5
If you travel 160km South 120km east how many km home
If you travel 060 for 180km then 120 for 160km what heading home
You need to clear an obstacle 10nm away by 1000' that is 5000' high - what's the gradient?
On 3degree slope at 5nm what height
That's about the jist of the transition type questions... Maybe others can fill in gaps. I finished and had time to go back over it... But I left 3 questions I didn't know how to do them short. Practice fractions... Moving decimals... 1in60 shorthand pythagoras... Gradients etc. I wasn't confident I got the right answers, but I would of been there or thereabouts... I think that's the key. Your only required to be within 10% so don't be shy on rounding.
A few 866x432+32/0.02
99x9.9x0.99
1/2 + 1/3 + 1/4 x0.5
If you travel 160km South 120km east how many km home
If you travel 060 for 180km then 120 for 160km what heading home
You need to clear an obstacle 10nm away by 1000' that is 5000' high - what's the gradient?
On 3degree slope at 5nm what height
That's about the jist of the transition type questions... Maybe others can fill in gaps. I finished and had time to go back over it... But I left 3 questions I didn't know how to do them short. Practice fractions... Moving decimals... 1in60 shorthand pythagoras... Gradients etc. I wasn't confident I got the right answers, but I would of been there or thereabouts... I think that's the key. Your only required to be within 10% so don't be shy on rounding.