Jet Airways Trainee First Officer
Join Date: Jan 2011
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delhi centre
Sub : Crew Recruitment – Trainee First Officer
Dear Mr. xxxxxxxxx
Please refer to your application for an opening as a Trainee First Officer.
As a part of the pilot selection process, you are requested to appear for a written test scheduled on Sunday, 27th February, 2011 at 1100 hours at Army Public School, Shankar Vihar, Delhi Cant - 10. You must report to the venue atleast 30 minutes prior to the start of the exam.
Kindly note that Jet Airways Trainee First Officer selection process will consist of the following stages:
Dear Mr. xxxxxxxxx
Please refer to your application for an opening as a Trainee First Officer.
As a part of the pilot selection process, you are requested to appear for a written test scheduled on Sunday, 27th February, 2011 at 1100 hours at Army Public School, Shankar Vihar, Delhi Cant - 10. You must report to the venue atleast 30 minutes prior to the start of the exam.
Kindly note that Jet Airways Trainee First Officer selection process will consist of the following stages:
Join Date: Feb 2011
Location: india
Age: 33
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I Beg to Differ.
Reply To:
Do you seriously think you FAA/phillipenes etc ppl are any match to IGRUA or RGNFTI cadets. you take 6 months to copmplete your entire CPL, whereas we spend the same time in ground school, studying from basics to ATPL level. and double this time in flight school. I have seen FAA/Phillipenes pilots who do not know the full form of AIP and CAR. FAA people might know how to fly an aircraft but IGRUA/NFTI cadets know how an aircraft flies. You seriously think you can learn all practical and theoretical aspects of flying in just 6 months in some cheap flying club in florida wearing a bermuda and a t-shirt. Think Again boy........and your high standards definitely show in your DGCA conversion results, takes most of u guys a year to clear 2 exams
, where as IGRUANS and NFTI cadets clear 6 exams and RT in max 2-3 sessions
.
I myself have a Multi-Engine CPL from the FAA and I would not agree with what you mentioned in your post, maybe some pilots from the FAA are below standards that are put forward by the DGCA but that does not mean all of them are the same. Quality of training is way different in both the countries better for some reasons there and better for some reasons here. And talking about the written papers and the RT. I cleared my RT in the first attempt itself and have just attempted the written papers for the first time, so i dont think your generalisation holds valid anymore. Let a persons flying do the talking.
Edit: Sorry , im new so i don't know how to quote a specific post.
Do you seriously think you FAA/phillipenes etc ppl are any match to IGRUA or RGNFTI cadets. you take 6 months to copmplete your entire CPL, whereas we spend the same time in ground school, studying from basics to ATPL level. and double this time in flight school. I have seen FAA/Phillipenes pilots who do not know the full form of AIP and CAR. FAA people might know how to fly an aircraft but IGRUA/NFTI cadets know how an aircraft flies. You seriously think you can learn all practical and theoretical aspects of flying in just 6 months in some cheap flying club in florida wearing a bermuda and a t-shirt. Think Again boy........and your high standards definitely show in your DGCA conversion results, takes most of u guys a year to clear 2 exams
, where as IGRUANS and NFTI cadets clear 6 exams and RT in max 2-3 sessions.I myself have a Multi-Engine CPL from the FAA and I would not agree with what you mentioned in your post, maybe some pilots from the FAA are below standards that are put forward by the DGCA but that does not mean all of them are the same. Quality of training is way different in both the countries better for some reasons there and better for some reasons here. And talking about the written papers and the RT. I cleared my RT in the first attempt itself and have just attempted the written papers for the first time, so i dont think your generalisation holds valid anymore. Let a persons flying do the talking.
Edit: Sorry , im new so i don't know how to quote a specific post.
Join Date: Feb 2011
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@Aviatorjus
Can you explain to me how it works out to be that way?
From my knowledge, assuming nothing else has changed, and you are just adding fuel, the endurance increases, and so does the distance to PNR.
From my knowledge, assuming nothing else has changed, and you are just adding fuel, the endurance increases, and so does the distance to PNR.
Join Date: Apr 2008
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@ aviatorjus
PNR Is directly related to Endurance i.e (FOB-RESERVE)/FUEL FLOW.
IF FOB is increased PNR will increase.
IF Reserve required decreases PNR increases.
IF FUEL FLOW reduces PNR increases.
I guess you are trying to say that any H/W or T/W will reduce the dist to PNR which is correct.
Since an aircraft suffers the h/w for a longer time ..
but enjoy the tail wind for a shorter time..
IF FOB is increased PNR will increase.
IF Reserve required decreases PNR increases.
IF FUEL FLOW reduces PNR increases.
I guess you are trying to say that any H/W or T/W will reduce the dist to PNR which is correct.
Since an aircraft suffers the h/w for a longer time ..
but enjoy the tail wind for a shorter time..
Join Date: Mar 2010
Location: new delhi
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Rite guys...i acknowledge my mistake...u guys r rite...i got confused with the winds...hvnt opened the books in ages now
....so a bit rusty with the info...anyways...this is the sign to get the dust off the notes
....so a bit rusty with the info...anyways...this is the sign to get the dust off the notes