Cathay Pacific Cadet Pilot Programme
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i have found a PDF file which contains the system timetable for cathay's operations which they would update twice a year.
hope this one can help!!
http://downloads.cathaypacific.com/c...xtimetable.pdf
cheers and finger X with the applications!
pandaman
hope this one can help!!
http://downloads.cathaypacific.com/c...xtimetable.pdf
cheers and finger X with the applications!
pandaman
Join Date: Sep 2006
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Just out of interest do SO's get the same kind of roster as an FO/Captain? As in do they have the same days off and on etc? Or are SO's worked alot harder as maybe I have my wires crossed here but I was reading that you log P2X time as an SO and to get to that you divide the flight time by 4?? Just thinking if that is the case then they will most likely work you alot harder.. Or was the divide by 4 comment about how other airlines would count P2X time if you went for another job??
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nmcpilot
Just out of interest do SO's get the same kind of roster as an FO/Captain?
The "divide by 4" concept you saw is how S/Os calculate the P2X hours that they put into their logbooks.
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Yes I did think this, but do you log the whole flight time in your logbook? Say for a flight from HK to JFK of 16hours, would I log 16 hours then 4hours would go in the P2X time? Or would I just log 4 hours for that flight?? I was just wondering as if you only logged the P2X time then they'd be able to work you alot harder..
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nmcpilot
This delves into the intracacies of aviation legislation and CX company policy, so perhaps only the professionals can give you a definite answer. That said, my general understanding is as follows:
1. Calculating and logging P2X time is used to summarize the time for which an S/O is at the controls of the aircraft. I think of it as a calculation of block hours for S/Os, which is obviously calculated in a different way from F/Os and CNs.
2. The annual flying hours limit is imposed on the credit hours and not block hours.
3. Block hours = Off-Chocks to On-Chocks
4. Credit hours = All time at work including block hours, i.e. from signing on at CX City to signing off at the outport.
Summing up the these points, my understanding is that while an S/O does not log all the time in the air, his total duty time is what counts towards the annual flying limit, as such it is why he cannot be rostered flights as frequently as an F/O or CN.
I hope this makes sense. If it is wrong in any way, please don't flame me and feel free to make corrections!
1. Calculating and logging P2X time is used to summarize the time for which an S/O is at the controls of the aircraft. I think of it as a calculation of block hours for S/Os, which is obviously calculated in a different way from F/Os and CNs.
2. The annual flying hours limit is imposed on the credit hours and not block hours.
3. Block hours = Off-Chocks to On-Chocks
4. Credit hours = All time at work including block hours, i.e. from signing on at CX City to signing off at the outport.
Summing up the these points, my understanding is that while an S/O does not log all the time in the air, his total duty time is what counts towards the annual flying limit, as such it is why he cannot be rostered flights as frequently as an F/O or CN.
I hope this makes sense. If it is wrong in any way, please don't flame me and feel free to make corrections!
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Yes it is the credit hours that count for the yearly limit.
You only log the time at the controls, so on a 4 crew flight of 12 hours you would log about 5 1/2 hours as P2X. Say one hour is when the operating FO and CN are doing the T/O and LDG and the rest is split 50/50 so each pilot gets the same rest.
On most 3 crew flights of say 10 hours you would log 6 hours of P2X, one hour for FO and CN to do T/O and LDG then the rest split three ways so each pilot is getting 3 hours in the bunk or business class seat.
On some 3 crew flight you as an SO are burnt out meaning that for the FO and CN to not exceed the duty limit you have to work so they can rest. BKK to KHI and back is say 5 hours each way, you work for 4 hours each sector, FO rests on the way there, CN rests on the way back.
You only log the time at the controls, so on a 4 crew flight of 12 hours you would log about 5 1/2 hours as P2X. Say one hour is when the operating FO and CN are doing the T/O and LDG and the rest is split 50/50 so each pilot gets the same rest.
On most 3 crew flights of say 10 hours you would log 6 hours of P2X, one hour for FO and CN to do T/O and LDG then the rest split three ways so each pilot is getting 3 hours in the bunk or business class seat.
On some 3 crew flight you as an SO are burnt out meaning that for the FO and CN to not exceed the duty limit you have to work so they can rest. BKK to KHI and back is say 5 hours each way, you work for 4 hours each sector, FO rests on the way there, CN rests on the way back.
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No Response...
I went through Cathay's Stage 2 and Stage 3 on Sep 7th/8th. After going through their very rigorous process (same as what others experienced), at the end of the 2nd day, I was failed at the medical exam for having too short of leg lengths by 3cm (1.18in). I met the height requirement as written on their website (160cm)-- I'm 164, so I thought they were initially joking, but apparently, it did not meet the company's policy while that would not have prevented me from getting the medical certificate.
I just wanted to let you guys know that Cathay may have some stuff in their policy they could fail you based on. On my way home, at my home airport, I met their B777 chief pilot; he seated me in the captain seat with the seat adjusted; he said that I won't have problems functioning in the cockpit...
I had a conversation with some people at Cathay before I left; on that day, the company immediately added "may be subject to functional reach test" as one of their Cadet requirements on their website.
At this point, I have not heard a word from them, and I am thinking that they either haven't decided to officially reject me or haven't bothered to even send me a rejection letter. I am assuming that the company has its priority, and I am thinking that those who got rejected are not on their priority list...
I just wanted to let you guys know that Cathay may have some stuff in their policy they could fail you based on. On my way home, at my home airport, I met their B777 chief pilot; he seated me in the captain seat with the seat adjusted; he said that I won't have problems functioning in the cockpit...
I had a conversation with some people at Cathay before I left; on that day, the company immediately added "may be subject to functional reach test" as one of their Cadet requirements on their website.
At this point, I have not heard a word from them, and I am thinking that they either haven't decided to officially reject me or haven't bothered to even send me a rejection letter. I am assuming that the company has its priority, and I am thinking that those who got rejected are not on their priority list...
Last edited by Airman1985; 30th Sep 2010 at 05:09.
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Airman1985:
I guess you just have to wait patiently for the their response. From my past experience, dont rush them and just wait patiently. You should be proud that you have made to the medicals and its all up to the fate.
I guess CX is really picky despite the lack of pilots.
I guess you just have to wait patiently for the their response. From my past experience, dont rush them and just wait patiently. You should be proud that you have made to the medicals and its all up to the fate.
I guess CX is really picky despite the lack of pilots.
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Hi Airman1985,
I understand your frustration/concerns but do not worry too much, you never know till the very end.
I believe that you are in Japan and working as a Flight Instructor?. At least you have a good head start compared to many potential cadets in this forum, As a CFI, you should already have a few hundred flying hours?
Since you are in Japan, have you consider applying for new airlines like Fuji Dream Airlines (based in Shizuoka), they are looking for FO now. Also look at other budget airlines, smaller companies like Skymark, Air-Do, StarFlyer, Honda Air etc etc. Some of them even have trainee pilots programs for pilots with a few hundred hours like yourself (I think ANA is one of them where they will cover some fees and the rest will be paid by yourself)
Look for other smaller FBO around Japan, send your resume to them, you never know what will come out of it. Even if you cannot get a job with them now, at least you initialize the contact and they will know you.
Keep the faith!
I understand your frustration/concerns but do not worry too much, you never know till the very end.
I believe that you are in Japan and working as a Flight Instructor?. At least you have a good head start compared to many potential cadets in this forum, As a CFI, you should already have a few hundred flying hours?
Since you are in Japan, have you consider applying for new airlines like Fuji Dream Airlines (based in Shizuoka), they are looking for FO now. Also look at other budget airlines, smaller companies like Skymark, Air-Do, StarFlyer, Honda Air etc etc. Some of them even have trainee pilots programs for pilots with a few hundred hours like yourself (I think ANA is one of them where they will cover some fees and the rest will be paid by yourself)
Look for other smaller FBO around Japan, send your resume to them, you never know what will come out of it. Even if you cannot get a job with them now, at least you initialize the contact and they will know you.
Keep the faith!
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Hello,
First of all, thank you all for the posts, the help and the good advices that you all gave others and also me. I'm a 'silent' reader for some time now. I had my stage I selection the 27th of August and passed it. I'm now waiting for them to send me the next date for the 2nd and 3th stage.
Airman, your last post concerns me enormous. I'm 1.64m as well. You said that your legs are 3cm to short, but did they tell you what the minimum requirement is? If so, I would like to know it. I've my frozen atpl, and I never had big problems flying an airplane. If I had problems, I would take my pillow or wear my high heels. I understand, as a guy, you can't put on some nice high heels. I've my MCC on the 737NG and I did a couple hours 'recreational' flying in the FFS's of my previous FTO. I never had problems due to my height in the jets. In the jets, everything you can adjust to a min height of 1.58m, I believe. (correct me if I'm wrong) I had to fly with a pillow -just like ALL the girls- in the training aircrafts of my FTO, but I never needed one in the jets.
I hope that they contact you very soon, with some good news!
Blue skies, tailwinds, happy landings,
NFAM
First of all, thank you all for the posts, the help and the good advices that you all gave others and also me. I'm a 'silent' reader for some time now. I had my stage I selection the 27th of August and passed it. I'm now waiting for them to send me the next date for the 2nd and 3th stage.
Airman, your last post concerns me enormous. I'm 1.64m as well. You said that your legs are 3cm to short, but did they tell you what the minimum requirement is? If so, I would like to know it. I've my frozen atpl, and I never had big problems flying an airplane. If I had problems, I would take my pillow or wear my high heels. I understand, as a guy, you can't put on some nice high heels. I've my MCC on the 737NG and I did a couple hours 'recreational' flying in the FFS's of my previous FTO. I never had problems due to my height in the jets. In the jets, everything you can adjust to a min height of 1.58m, I believe. (correct me if I'm wrong) I had to fly with a pillow -just like ALL the girls- in the training aircrafts of my FTO, but I never needed one in the jets.
I hope that they contact you very soon, with some good news!
Blue skies, tailwinds, happy landings,
NFAM
Dancing with the devil, going with the flow... it's all a game to me.
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There are numerous mentions of T's and C's in this thread for CEP's but nowhere online can I find a definate list of the salient points. Short of asking CX directly (which might appear presumptuous given that I've not been for an interview as yet) I can only ask here if anyone minds posting what they know?
Being in the +1500hrs camp I am interested to know whether the educational requirements will be any less given the experience factor and what pay is during and after initial 12 week training.
Many thanks,
VFE.
Being in the +1500hrs camp I am interested to know whether the educational requirements will be any less given the experience factor and what pay is during and after initial 12 week training.
Many thanks,
VFE.
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Yes they are not quite so rigorous with their educational requirements if you have already got all the relevant licenses they require. But still obviously like a good educational background.
Another question I have.. Are the 4 man crew aircraft they operate the 747-400 and A340-300 with the 777-300er being 3 man? Or is that also 4man?
Another question I have.. Are the 4 man crew aircraft they operate the 747-400 and A340-300 with the 777-300er being 3 man? Or is that also 4man?
nmcpilot, duty longer than 13 hours, crossing 6 hours or more time zones requires 4 crew under current FTL's. Bunks must be provided. 777-300ER, 744and 340 all do 4 man crew, ULH every day of the week at CX.
Dancing with the devil, going with the flow... it's all a game to me.
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Nmcpilot, thanks. Do you (or anyone else) know how or even if the interview process differs for +1500hr candidates, questions likely to be asked, tasks to be completed etc?
Many thanks again,
VFE.
Many thanks again,
VFE.
