Korean Air Interview Profile
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744 at KAL
since 1,5 years I'm aware of only 2 failures on the B744, one of them was failed by an expad checker.
Generally it's easy going if you are familiar with asian culture and,of course, they want you to do everything by the book.
Once checked out things change completely; they leave you in piece and it's really pleasant.
Rostering works really well;if you request your off days in time they build the pattern around your request.
Well, things are changing quick sometimes but in the moment foreigners are scheduled with expad instructors for the first 2 flights; so there are steps in the right direction from the korean side.
But if you join as a First Officer be aware that there is no career path.
Generally it's easy going if you are familiar with asian culture and,of course, they want you to do everything by the book.
Once checked out things change completely; they leave you in piece and it's really pleasant.
Rostering works really well;if you request your off days in time they build the pattern around your request.
Well, things are changing quick sometimes but in the moment foreigners are scheduled with expad instructors for the first 2 flights; so there are steps in the right direction from the korean side.
But if you join as a First Officer be aware that there is no career path.
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Zan is that you ???......
How's life on the 74?. Have you done your sim check? as yet.
Keep up the positive attitude and try to steer away from the stale kimche.
cheers.
John
How's life on the 74?. Have you done your sim check? as yet.
Keep up the positive attitude and try to steer away from the stale kimche.
cheers.
John
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Hi Human Cargo,
sorry, I'm not Zan.
But life on 744 is ok.....training sucked of course but since checkout nobody bothered me ever and I didn't touch kimchee anymore
cheers,
Tom
sorry, I'm not Zan.
But life on 744 is ok.....training sucked of course but since checkout nobody bothered me ever and I didn't touch kimchee anymore
cheers,
Tom
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Correct.
On the 744 it's neither better nor worse than anywhere else in Asia,
but on the 777 it seems to be politics;hopefully the management can intervene quickly.
They want the 777 drivers, why should they hire them,train them for 3 month and fire them at the end?
Makes no sense.
Guess the pilots union tries to sabotage expad training on the 777 cause they want their own guys upgrade from 737 to 777.
But it's not confirmed, just a guess.
On the 744 it's neither better nor worse than anywhere else in Asia,
but on the 777 it seems to be politics;hopefully the management can intervene quickly.
They want the 777 drivers, why should they hire them,train them for 3 month and fire them at the end?
Makes no sense.
Guess the pilots union tries to sabotage expad training on the 777 cause they want their own guys upgrade from 737 to 777.
But it's not confirmed, just a guess.
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If you want a descent profile into Korean you'll better listn to tom744.
Everything else is speculation. Honestly one of the best 744 drivers out there, promise!!!
Would trust my family on him,everytime! Best pilot I ever met in 2 of them!
Everything else is speculation. Honestly one of the best 744 drivers out there, promise!!!
Would trust my family on him,everytime! Best pilot I ever met in 2 of them!
Join Date: Jan 2005
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Something of interest .....................
SEOUL, April 30 (Reuters) - Korean Air Co (003490.KS: Quote, Profile, Research), South Korea's top airline, announced a swing to a larger-than-expected quarterly net loss on Wednesday, pressured by higher fuel costs and a softer won currency <KRW=>.
After the result shares in Korean Air, which had in early trade as much as 4.58percent on softer oil prices, pared the gain to 0.76 percent at 52,700 won as of 0209 GMT.
Korean Air faces unfriendly skies this year due to ever-rising fuel prices and a slowing global economy, although the company can partially soften the impact with surcharges.The company is also struggling against intensified competition from budget carriers, especially Chinese airlines, analysts say.
"Jet fuel is too expensive to be cushioned only by surcharges. Manufacturers are also less and less eager to use air cargo amid higher oil prices," said Kang
Kwangsook, an analyst at CJ Investment & Securities.
Since January, South Korea has allowed Korean Air to more than double its fuel surcharges for international flights.
To cope with record high oil prices Korean Air is also seeking to raise fuel surcharges and air fares, which a company official said both need government approvals. Continued...
But Korean Air could be fighting a losing battle to swing back into the black, analysts say, as a weaker won may boost fuel costs even further.
The won's value <KRW=> against the dollar at the end of the first quarter was 5 percent lower than a year earlier and 5.5 percent lower than the end of the fourth quarter.
A softer won also bolsters the costs of servicing foreign currency-dominated debts; Korean Air had $4.9 billion in dollar debt and 430 million yen ($4.13 million) in yen debt as of the end of the first quarter. The debt mainly relates to aircraft purchasing and leasing.
The weaker currency may also impact demand for overseas trips as South Korean travellers tighten their belts.
Korean Air, the world's largest air cargo carrier, reported a 325.5 billion won ($324.3 million) net loss, in the first quarter ended on March 31, steeper than a forecast of 265.8 billion won loss in a Reuters poll of seven analysts.
That compared with a 130.8 billion won profit a year ago and a revised 35.3 billion won loss in the fourth quarter of 2007.
January-March operating profit stood at 19.6 billion won, missing a 39.3 billion won profit forecast in the Reuters' poll.
That was far below a 151.4 billion won profit a year earlier and a 128.6 billion won profit in the last quarter of 2007.
Korean Air used 1.3 percent more fuel in the first quarter from a year earlier, while fuel costs, the company's single-biggest cost item making up 30 percent of its operating expenses, jumped 49 percent.
Shares in Korean Air, with a market value of $4 billion, plunged 30.5 percent in the January-March period, underperforming a 10.2 percent fall in the wider market . ($1=104.06 Yen) ($1=1003.7 Won) (Editing by Marie-France Han and Keiron Henderson)
Go to the link below -
http://www.reuters.com/article/rbssI...34166620080430
After the result shares in Korean Air, which had in early trade as much as 4.58percent on softer oil prices, pared the gain to 0.76 percent at 52,700 won as of 0209 GMT.
Korean Air faces unfriendly skies this year due to ever-rising fuel prices and a slowing global economy, although the company can partially soften the impact with surcharges.The company is also struggling against intensified competition from budget carriers, especially Chinese airlines, analysts say.
"Jet fuel is too expensive to be cushioned only by surcharges. Manufacturers are also less and less eager to use air cargo amid higher oil prices," said Kang
Kwangsook, an analyst at CJ Investment & Securities.
Since January, South Korea has allowed Korean Air to more than double its fuel surcharges for international flights.
To cope with record high oil prices Korean Air is also seeking to raise fuel surcharges and air fares, which a company official said both need government approvals. Continued...
But Korean Air could be fighting a losing battle to swing back into the black, analysts say, as a weaker won may boost fuel costs even further.
The won's value <KRW=> against the dollar at the end of the first quarter was 5 percent lower than a year earlier and 5.5 percent lower than the end of the fourth quarter.
A softer won also bolsters the costs of servicing foreign currency-dominated debts; Korean Air had $4.9 billion in dollar debt and 430 million yen ($4.13 million) in yen debt as of the end of the first quarter. The debt mainly relates to aircraft purchasing and leasing.
The weaker currency may also impact demand for overseas trips as South Korean travellers tighten their belts.
Korean Air, the world's largest air cargo carrier, reported a 325.5 billion won ($324.3 million) net loss, in the first quarter ended on March 31, steeper than a forecast of 265.8 billion won loss in a Reuters poll of seven analysts.
That compared with a 130.8 billion won profit a year ago and a revised 35.3 billion won loss in the fourth quarter of 2007.
January-March operating profit stood at 19.6 billion won, missing a 39.3 billion won profit forecast in the Reuters' poll.
That was far below a 151.4 billion won profit a year earlier and a 128.6 billion won profit in the last quarter of 2007.
Korean Air used 1.3 percent more fuel in the first quarter from a year earlier, while fuel costs, the company's single-biggest cost item making up 30 percent of its operating expenses, jumped 49 percent.
Shares in Korean Air, with a market value of $4 billion, plunged 30.5 percent in the January-March period, underperforming a 10.2 percent fall in the wider market . ($1=104.06 Yen) ($1=1003.7 Won) (Editing by Marie-France Han and Keiron Henderson)
Go to the link below -
http://www.reuters.com/article/rbssI...34166620080430
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A Thread Submitted in 2005 ..................
Foreign Managers (AVP's, Advisors, Auditors) are not the root cause of Korean Air's safety problems. A background as to the Airline's Management practices may enlighten "Morning Calm", "Bulgogi Flyer" and any other sceptics out there as to the real problems within the Airline.
Korean Air Management is currently “reactive” with many situations and problems. A “proactive” approach will avoid problems by anticipating them and making the appropriate policy decisions to ensure they are correctly managed. It is not appropriate to apportion blame to an individual immediately, as there may be other causes of the problem. All problems must be evaluated. It may indeed have been as a result of a management or training problem that manifests itself in an incident/accident. An “open door policy” by management is the path to take for a free flow of information and flight crews must know that management will not “shoot the messenger”.
In general, all Korean Aircrew (Foreign and National) have the company's best interest at heart and wish to see Korean Air as a quality, International Airline.
Although Korean Air has been giving people negative consideration when choosing an airline to fly with, due to its not-too-good accident record in the past, the company is now striving to do their best in each area including emphasis on the safety standard. In the two most recent years, Korean Air has consecutive years of accident-free operations.
Korea is known as an authoritarian Confucian country. Under the authoritarian style of management, a parent-child of relationship can be seen in the company, top management gives out orders to the lower level which in turn expects its subordinates to carry out orders without questions asked. Decisions are made at the top with the similarity of a military type of organization which features such terminology as “Line and staff” and “Chain of command.” Top management does not expect, nor encourage participation of employees. Management presumes that employees hate work, and have to force them to carry out their jobs to achieve company’s objectives. Management uses fear to motivate employees. Feedback and opinions from employees are not welcomed and not encouraged. This type of management culture can easily be found in many Korean companies, as well as in Korean Air.
As Korean Air’s restructuring is an on-going event, the airline is beginning to be infused with a more open style of management (participatory style of management) where employees at all levels are allowed to raise their voices and share opinions. Korean Air has started to acquire skilled management to handle daily operations rather than nepotism, hiring friends and family members who were related to top management.
Korean Air has been through many changes since 1999. Its changes are reflected by the changing of management personnel to ensure safety is the number one priority for the company. Many senior managers have resigned from the company; and many younger professionals are invited into the company.
The communication style is a sub-set under management style. With the authoritarian mentality set in place in this company for many years, communication among employees within the company mainly flowed from management in top level to lower levels, where participation and discussion from lower level employees were not encouraged.
However, as mentioned earlier, Korean Air is going through many changes on the corporate structure and personnel levels. It is expected that the communication style is also changing to allow communications to flow easier to and from employees in a different level of corporate structure. As to communication to and from outside the company, Korean Air will become more accessible to outsiders and will have more communication with outsiders. However, as of today, Korean Air still has some distance to become a company where participation of all employees is valued and voices of outsiders is listened to.
The changing of corporate culture, management style, and corporate structure are three major internal challenges for Korean Air. These internal challenges are very common to businesses in both large and small scale.
For Korean Air, the company has been focusing on these challenges intensively in recent years.
Unfortunately, the ex-military pilot issue is likely to continue to vex Korean Air. Korean Air may want to change its pilot’s culture. Except for the foreign pilots, 95% of Korean Air captains are ex-military fliers.
There are three major issues that current ex-military pilots bring:
- Creating undesirable cockpit culture directly related to safety concerns
- Lack of communication skills
- Continual protesting for pay rises
The culture found inside the cockpit of Korean Air is basically rooted from the Military. The real problem is that the Military mentality plays a role in flying civil air carriers. These Military pilots are fearless and they often are criticized for their lack of concerns for passengers’ safety.
Based on the FOQA data gathered from most incidents and accidents within Korean Air over the years, these ex-Military pilots are usually the culprits of tarnishing the safe image of Korean Air as well as the pilot’s pay-raise disputes and continual threat of strike action.
Under the “obey or else” code at Korean Air, teamwork can be hard to be expected. First Officers (especially the Cheju trained pilots) are not able to express themselves even if they find something wrong with a Captain’s piloting skills. For a civilian First Officer to challenge a military-trained Captain would mean loss of face for the Captain.
A major issue and concern raised by the Cheju trained pilots is the fact that the Military pilots are given a 3 year seniority over their Civilian counterparts. This results in the Military pilots gaining their commands earlier than the Cheju graduates.
This seniority issue which is of great concern to the Cheju pilots can jeopardize safety, which is directly related to communication inside the cockpit. Despite Korean Air management’s tremendous efforts to improve its pilot’s communication skills, there are still some serious problems which can be detected in Korean Air’s pilots.
Korean Air needs to consider restructuring its pilot teams by gradually recruiting Korean Nationals who are trained at accredited professional aviation schools in the US, Canada, Europe or Australia.
Operationally, Korean Air needs to address the Civilian Vs Military pilot issues and consider the re-structuring of its policies regarding the seniority level the Military pilots are given over the Civilian pilots which breeds resentment, animosity, contempt and a general ill-feeling between flight crews in the same cockpit which ultimately effects flight safety.
Military pilots are not necessarily poor pilots, but they are trained to achieve their mission by taking risks, whereas Civilian airline pilots are required by law to achieve their mission by taking none. For this reason, Military pilots need to be completely retrained on joining an airline, a process most Western airlines perform successfully. However, many Asian airlines are predominately staffed by ex-Military pilots who bring to the airline an ethos of risk taking and an over-confidence in their abilities and this ethos infects the whole airline.
Korean Air's expansion over the past few years has been extraordinary and has resulted in crew promotion well beyond safe experience levels.
Military flying experience holds NO credit in airline operations as they are so totally different. Military and Civil aviators bring flying skills to the airline only. The actual airline job experience of both is zero. In airline operations, “there is no substitute for experience”. The airline normally pays a big price for any short cuts here.
Instructor pilot’s (LCP’s and DLCP’s in Korean Air) selection does not seem to have any bearing in instructional back round, qualification or ability. Instructors must be carefully selected and should be trained to International Airline standards. LCP training in Korean Air compared to International Airlines standards and practices appears to be inadequate compared to the other Major Airlines.
To solve this, management must select candidates for the post of LCP’s and DLCP’s and send them overseas for training at internationally recognized training establishments. They will be trained correctly to international standards and must return with the correct information to set up courses here. This is the core of the training department. (These courses should be attended every year so the company does not fall behind). This can then be taught to the Korean crews.
Negative or derogatory remarks on one’s Employer or its Managers are not the way forward and will produce a negative and highly damaging result to the entire Foreign Pilot workforce at Korean Air.
Korean Air Management is currently “reactive” with many situations and problems. A “proactive” approach will avoid problems by anticipating them and making the appropriate policy decisions to ensure they are correctly managed. It is not appropriate to apportion blame to an individual immediately, as there may be other causes of the problem. All problems must be evaluated. It may indeed have been as a result of a management or training problem that manifests itself in an incident/accident. An “open door policy” by management is the path to take for a free flow of information and flight crews must know that management will not “shoot the messenger”.
In general, all Korean Aircrew (Foreign and National) have the company's best interest at heart and wish to see Korean Air as a quality, International Airline.
Although Korean Air has been giving people negative consideration when choosing an airline to fly with, due to its not-too-good accident record in the past, the company is now striving to do their best in each area including emphasis on the safety standard. In the two most recent years, Korean Air has consecutive years of accident-free operations.
Korea is known as an authoritarian Confucian country. Under the authoritarian style of management, a parent-child of relationship can be seen in the company, top management gives out orders to the lower level which in turn expects its subordinates to carry out orders without questions asked. Decisions are made at the top with the similarity of a military type of organization which features such terminology as “Line and staff” and “Chain of command.” Top management does not expect, nor encourage participation of employees. Management presumes that employees hate work, and have to force them to carry out their jobs to achieve company’s objectives. Management uses fear to motivate employees. Feedback and opinions from employees are not welcomed and not encouraged. This type of management culture can easily be found in many Korean companies, as well as in Korean Air.
As Korean Air’s restructuring is an on-going event, the airline is beginning to be infused with a more open style of management (participatory style of management) where employees at all levels are allowed to raise their voices and share opinions. Korean Air has started to acquire skilled management to handle daily operations rather than nepotism, hiring friends and family members who were related to top management.
Korean Air has been through many changes since 1999. Its changes are reflected by the changing of management personnel to ensure safety is the number one priority for the company. Many senior managers have resigned from the company; and many younger professionals are invited into the company.
The communication style is a sub-set under management style. With the authoritarian mentality set in place in this company for many years, communication among employees within the company mainly flowed from management in top level to lower levels, where participation and discussion from lower level employees were not encouraged.
However, as mentioned earlier, Korean Air is going through many changes on the corporate structure and personnel levels. It is expected that the communication style is also changing to allow communications to flow easier to and from employees in a different level of corporate structure. As to communication to and from outside the company, Korean Air will become more accessible to outsiders and will have more communication with outsiders. However, as of today, Korean Air still has some distance to become a company where participation of all employees is valued and voices of outsiders is listened to.
The changing of corporate culture, management style, and corporate structure are three major internal challenges for Korean Air. These internal challenges are very common to businesses in both large and small scale.
For Korean Air, the company has been focusing on these challenges intensively in recent years.
Unfortunately, the ex-military pilot issue is likely to continue to vex Korean Air. Korean Air may want to change its pilot’s culture. Except for the foreign pilots, 95% of Korean Air captains are ex-military fliers.
There are three major issues that current ex-military pilots bring:
- Creating undesirable cockpit culture directly related to safety concerns
- Lack of communication skills
- Continual protesting for pay rises
The culture found inside the cockpit of Korean Air is basically rooted from the Military. The real problem is that the Military mentality plays a role in flying civil air carriers. These Military pilots are fearless and they often are criticized for their lack of concerns for passengers’ safety.
Based on the FOQA data gathered from most incidents and accidents within Korean Air over the years, these ex-Military pilots are usually the culprits of tarnishing the safe image of Korean Air as well as the pilot’s pay-raise disputes and continual threat of strike action.
Under the “obey or else” code at Korean Air, teamwork can be hard to be expected. First Officers (especially the Cheju trained pilots) are not able to express themselves even if they find something wrong with a Captain’s piloting skills. For a civilian First Officer to challenge a military-trained Captain would mean loss of face for the Captain.
A major issue and concern raised by the Cheju trained pilots is the fact that the Military pilots are given a 3 year seniority over their Civilian counterparts. This results in the Military pilots gaining their commands earlier than the Cheju graduates.
This seniority issue which is of great concern to the Cheju pilots can jeopardize safety, which is directly related to communication inside the cockpit. Despite Korean Air management’s tremendous efforts to improve its pilot’s communication skills, there are still some serious problems which can be detected in Korean Air’s pilots.
Korean Air needs to consider restructuring its pilot teams by gradually recruiting Korean Nationals who are trained at accredited professional aviation schools in the US, Canada, Europe or Australia.
Operationally, Korean Air needs to address the Civilian Vs Military pilot issues and consider the re-structuring of its policies regarding the seniority level the Military pilots are given over the Civilian pilots which breeds resentment, animosity, contempt and a general ill-feeling between flight crews in the same cockpit which ultimately effects flight safety.
Military pilots are not necessarily poor pilots, but they are trained to achieve their mission by taking risks, whereas Civilian airline pilots are required by law to achieve their mission by taking none. For this reason, Military pilots need to be completely retrained on joining an airline, a process most Western airlines perform successfully. However, many Asian airlines are predominately staffed by ex-Military pilots who bring to the airline an ethos of risk taking and an over-confidence in their abilities and this ethos infects the whole airline.
Korean Air's expansion over the past few years has been extraordinary and has resulted in crew promotion well beyond safe experience levels.
Military flying experience holds NO credit in airline operations as they are so totally different. Military and Civil aviators bring flying skills to the airline only. The actual airline job experience of both is zero. In airline operations, “there is no substitute for experience”. The airline normally pays a big price for any short cuts here.
Instructor pilot’s (LCP’s and DLCP’s in Korean Air) selection does not seem to have any bearing in instructional back round, qualification or ability. Instructors must be carefully selected and should be trained to International Airline standards. LCP training in Korean Air compared to International Airlines standards and practices appears to be inadequate compared to the other Major Airlines.
To solve this, management must select candidates for the post of LCP’s and DLCP’s and send them overseas for training at internationally recognized training establishments. They will be trained correctly to international standards and must return with the correct information to set up courses here. This is the core of the training department. (These courses should be attended every year so the company does not fall behind). This can then be taught to the Korean crews.
Negative or derogatory remarks on one’s Employer or its Managers are not the way forward and will produce a negative and highly damaging result to the entire Foreign Pilot workforce at Korean Air.
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Informative posts and all (albeit mostly flogging the airline), but what about the original question that was being asked (which never was answered)?
What is the interview at KAL like, and what does it consist of?
What is the interview at KAL like, and what does it consist of?
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interview KAL
Interview consists of basically 3 parts ( there might be 1 idle day in between, inclusive travel you need about 4 to 5 days off)
1st part: sim evaluation
Take off at ICN rwy 33L, SID, all with LNAV and VNAV.
Then you get an air turn back by ATC, join a holding pattern and execute the standart VOR DME 33R as published, full stop landing ( watch max landing weight, maybe you have to dump fuel)
Then you will get a V1 cut ( contaminated rwy, consider the performance), fly the eng out SID ( on rwy 33 at ICN it's "at 5 DME NCN left hdg 242", but the checker will advise you),
then holding and fuel dump if you haven't done it already on the 1st app.,
3 eng flight director ILS, go around, on downwind 2nd eng fail or fire or sev. damage, the visual app.(but ILS is working and anytime if you want you can use the autopilot unless he requests manual flight).
So I recommend to use what you have , just use the autopilot and the ILS and disconnect on short final).
Finally you do an RTO (contaminated rwy) but this could also happen before the V1 cut.
that's it.
You can use the procedures you are used to, bring your own QRH for your assisting pilot.
Also note that if you are invited you normally get the interview profile from your agency.
2nd part: medical
That sucks.
Beside normal testing they do lots of other tests like brain scan to you, take pictures from your eye and your iris and also a periphery vision test.
Here is important not to cheat (means do not press the butten if you don't see anything); the machine realizes every attempt and is then extending the test; it can be done in 10 to 15 min but if you're cheating you might need up to 45 min. know that from a friend who's an eye specialist and using the same equipment.
in the afternoon you have some more medical tests in a different place,it's the university hospital in Incheon.
Normally most of the applicants got any flag on something; they might ask you to come back next day or just see your local specialist at home and fax the result. Nothing to worry about but they are really picky on the initial medical; the follow ups are much more easy.
3rd day: interview:
You will be interviewed by a selection board, consists typically of 1 western captain and 2 to 3 korean management captains.
Mostly the ask you to refer a bit about your flying career,and you will be ask the typical questions like:
"why you want to join KAL, how you think to deal with asian crew, what's your CRM background?"
Also there are some technical questions, but no fancy stuff, just daily operation like "how you use the MEL, how to execute a proper go around, what to consider when rwy is contaminated?" and so on.
Duration about 10 min, very pleasant atmosphere.
Then you get about 100 US$ in korean won for taxi fares you had to pay upfront.
Well, and business class ticket with KAL from the nearest airport to your home and hotel accomodation is also provided.
Generally the interview process is pleasant and fair.
Hope it helps..
1st part: sim evaluation
Take off at ICN rwy 33L, SID, all with LNAV and VNAV.
Then you get an air turn back by ATC, join a holding pattern and execute the standart VOR DME 33R as published, full stop landing ( watch max landing weight, maybe you have to dump fuel)
Then you will get a V1 cut ( contaminated rwy, consider the performance), fly the eng out SID ( on rwy 33 at ICN it's "at 5 DME NCN left hdg 242", but the checker will advise you),
then holding and fuel dump if you haven't done it already on the 1st app.,
3 eng flight director ILS, go around, on downwind 2nd eng fail or fire or sev. damage, the visual app.(but ILS is working and anytime if you want you can use the autopilot unless he requests manual flight).
So I recommend to use what you have , just use the autopilot and the ILS and disconnect on short final).
Finally you do an RTO (contaminated rwy) but this could also happen before the V1 cut.
that's it.
You can use the procedures you are used to, bring your own QRH for your assisting pilot.
Also note that if you are invited you normally get the interview profile from your agency.
2nd part: medical
That sucks.
Beside normal testing they do lots of other tests like brain scan to you, take pictures from your eye and your iris and also a periphery vision test.
Here is important not to cheat (means do not press the butten if you don't see anything); the machine realizes every attempt and is then extending the test; it can be done in 10 to 15 min but if you're cheating you might need up to 45 min. know that from a friend who's an eye specialist and using the same equipment.
in the afternoon you have some more medical tests in a different place,it's the university hospital in Incheon.
Normally most of the applicants got any flag on something; they might ask you to come back next day or just see your local specialist at home and fax the result. Nothing to worry about but they are really picky on the initial medical; the follow ups are much more easy.
3rd day: interview:
You will be interviewed by a selection board, consists typically of 1 western captain and 2 to 3 korean management captains.
Mostly the ask you to refer a bit about your flying career,and you will be ask the typical questions like:
"why you want to join KAL, how you think to deal with asian crew, what's your CRM background?"
Also there are some technical questions, but no fancy stuff, just daily operation like "how you use the MEL, how to execute a proper go around, what to consider when rwy is contaminated?" and so on.
Duration about 10 min, very pleasant atmosphere.
Then you get about 100 US$ in korean won for taxi fares you had to pay upfront.
Well, and business class ticket with KAL from the nearest airport to your home and hotel accomodation is also provided.
Generally the interview process is pleasant and fair.
Hope it helps..
Last edited by tom744; 18th May 2008 at 22:52. Reason: forgot the RTO
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Hi TOM
Could you tell us a little bit more about the monthly flight hours, P1 and P2, extra hours......on the B744,
Isn't it the perfect place to spend 120 hours a month ( 95 hours on duty and 25 to 30 to commute), 12 months a year in the plane and paid 75 hours ????
Could you tell us a little bit more about the monthly flight hours, P1 and P2, extra hours......on the B744,
Isn't it the perfect place to spend 120 hours a month ( 95 hours on duty and 25 to 30 to commute), 12 months a year in the plane and paid 75 hours ????
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flying hours
j-p744,
average flying hours a years comes close to 1000, maybe 950 or something....
to be honest: chance to get overtime pay is very remote since they pay your bunk hours only half, like DH.
Means on a doudle crew flight with let's say 14 h you get 10,5 h credit ( 7 h on seat + 7 hours DH, payed half)
On 3-pilot crew flight with 9 h flight time you get 7,5 h credit ( 6 h on seat + 3 h DH, payed half).
On single crew full credit, of course.
Basically spoken you need about 95 h / month to get overtime pay, I personally get overtime pay about 3 times a year, better don't count on it.
P1 and P2 is balanced on multi crew flights and in between there are still some short sectors within Asia with single crew.
Worth to metion is that the 1000 h limitation is always consecutive and not within a calendar year; so in your 2nd year after check out you'll fly a lot less and it's a bit more relaxed.
Commuting home doesn't count towards your pay but towards your annual limit; so they try to make you operate home if they can.
But in fact it doesn't matter id you aren't on overtime since commuting is always duty time;
off day starts the day after you arrived home; duty starts the day you leave your home.
But yes, they squeeze you as much they can...but for the average 14 days/month home I get (including a extra trip) it's worth to me.
average flying hours a years comes close to 1000, maybe 950 or something....
to be honest: chance to get overtime pay is very remote since they pay your bunk hours only half, like DH.
Means on a doudle crew flight with let's say 14 h you get 10,5 h credit ( 7 h on seat + 7 hours DH, payed half)
On 3-pilot crew flight with 9 h flight time you get 7,5 h credit ( 6 h on seat + 3 h DH, payed half).
On single crew full credit, of course.
Basically spoken you need about 95 h / month to get overtime pay, I personally get overtime pay about 3 times a year, better don't count on it.
P1 and P2 is balanced on multi crew flights and in between there are still some short sectors within Asia with single crew.
Worth to metion is that the 1000 h limitation is always consecutive and not within a calendar year; so in your 2nd year after check out you'll fly a lot less and it's a bit more relaxed.
Commuting home doesn't count towards your pay but towards your annual limit; so they try to make you operate home if they can.
But in fact it doesn't matter id you aren't on overtime since commuting is always duty time;
off day starts the day after you arrived home; duty starts the day you leave your home.
But yes, they squeeze you as much they can...but for the average 14 days/month home I get (including a extra trip) it's worth to me.
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Tom forgott to tell you that just 2 more Guy´s where sent home not good enough and one more got screwed in the B744..... So think twice what you wish for. You need a lot of luck to survive as well.
Fly safe land happy
NG
Fly safe land happy
NG
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luck?
NG,
didn't talk about training, just the interview.
Indeed if you aren't familiar with asian culture it is tough but still most guys on 744 pass the training.
And again, like said in previous posts already:
The job is only yours once you are checked out but meanwhile everybody coming here should know that.
Fly safe,
Tom
didn't talk about training, just the interview.
Indeed if you aren't familiar with asian culture it is tough but still most guys on 744 pass the training.
And again, like said in previous posts already:
The job is only yours once you are checked out but meanwhile everybody coming here should know that.
Fly safe,
Tom
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Good quote Thomas,
those people still want everything according to their home enviroment but all the asian advantages - 500h lh 737 and a command on the monster within a year.
Not so much fun if you'd relay on them in Halong or his friends.
Take care my friend.
those people still want everything according to their home enviroment but all the asian advantages - 500h lh 737 and a command on the monster within a year.
Not so much fun if you'd relay on them in Halong or his friends.
Take care my friend.
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Exellent post and analysis KAL aviator.
This style of management is not unique to Korea but can be found in China and Japan as well. The results of the military culture can be seen in the accident history of these airlines. That being said there has been a great effort to change this culture, although change is slow in the East.
This style of management is not unique to Korea but can be found in China and Japan as well. The results of the military culture can be seen in the accident history of these airlines. That being said there has been a great effort to change this culture, although change is slow in the East.
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I will do although he flew with a different Cpt so I don't see him anymore on that rotation.
I'm just so tired of all this career short haul min cmd guys trying to snatch an easy widebody cmd without any idea what they're talking about, stick them into a proper typhoon and have their F/O's clean their seats afterwards with them still asking for the proper respect.
Get yourself a life!!!
BTW I am not flying for Korean or any other asian carrier before you jump on me guys.
Call me when you are home
Stefan
I'm just so tired of all this career short haul min cmd guys trying to snatch an easy widebody cmd without any idea what they're talking about, stick them into a proper typhoon and have their F/O's clean their seats afterwards with them still asking for the proper respect.
Get yourself a life!!!
BTW I am not flying for Korean or any other asian carrier before you jump on me guys.
Call me when you are home
Stefan