Air Astana
Join Date: Jan 2014
Location: caracas
Age: 54
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Thank you
nice review.
I did the assessment recently. I’m not going to go into much detail as it’s unfair to the whole process and I feel everyone should have an equal playing ground but I’m happy to guide you in the right direction.
There were 7 candidates from all over the world on the day including myself.
Day one consisted of a technical interview and a simulator assessment. The technical interview is around the aircraft you are typed on. I would suggest that you learn all your systems and limitations.
The simulator exercise is a 4 hour loft. On one part of the loft you will be PF and the other PM. The assessment will start with general handling followed by a radar vectored raw data ILS with a considerable crosswind component. Out of 7 people, 4 people went around as they were unstable. It wasn’t an easy raw data but they are looking for a sensible approach and leadership.
The next part of the loft exercise will be a short route where you will deal with an abnormal situation in an already busy exercise. It will be a busy exercise because as part of your planning, you will more than likely have an MEL item that will increase your workload in the flight. The MEL item will cause it’s own considerations and problems. On top of that, you’ll now have more to deal with and it is up to you how you go about managing the situation. Do you continue or do you turn back? That is your choice. Treat it as a real flight.
You will then swap and repeat the exercise but with a different situation. It’s a long simulator assessment and we were allocated 4 hours and used the whole time.
The second day consists of a compass test and an interview. I won’t go into much detail about the compass test as there is lots of information on this website. It hasn’t changed and is pretty straightforward. The interview is mostly about your simulator assessment and questions regarding the actions and decision making. Be honest about the assessment and you’ll be fine. The HR questions are more about you and how you will adjust to life in Kazakhstan.
The assessment is not a walk in the park as previous individuals have mentioned on this thread. It is challenging and one of the longest simulator assessments I have done. It included a complicated scenario with an already limited aircraft.
Use your CRM and decision making framework to handle the situation. You may be paired up with a candidate who will not have flown for a while. Think about what you would do if your simulator partner makes a mistake.
Feedback is provided within 2 weeks and I heard back a few days later. Out of 7 people, 4 passed and 3 failed. Each stage of the assessment must be passed at the required standard. I’m afraid you must pass the compass stages as well and although some may disagree whether knowing 4x + y = 12 is necessary, it is Air Astana’s playground and their toys. They set the rules and you either accept them or move on.
Good luck and be prepared.
There were 7 candidates from all over the world on the day including myself.
Day one consisted of a technical interview and a simulator assessment. The technical interview is around the aircraft you are typed on. I would suggest that you learn all your systems and limitations.
The simulator exercise is a 4 hour loft. On one part of the loft you will be PF and the other PM. The assessment will start with general handling followed by a radar vectored raw data ILS with a considerable crosswind component. Out of 7 people, 4 people went around as they were unstable. It wasn’t an easy raw data but they are looking for a sensible approach and leadership.
The next part of the loft exercise will be a short route where you will deal with an abnormal situation in an already busy exercise. It will be a busy exercise because as part of your planning, you will more than likely have an MEL item that will increase your workload in the flight. The MEL item will cause it’s own considerations and problems. On top of that, you’ll now have more to deal with and it is up to you how you go about managing the situation. Do you continue or do you turn back? That is your choice. Treat it as a real flight.
You will then swap and repeat the exercise but with a different situation. It’s a long simulator assessment and we were allocated 4 hours and used the whole time.
The second day consists of a compass test and an interview. I won’t go into much detail about the compass test as there is lots of information on this website. It hasn’t changed and is pretty straightforward. The interview is mostly about your simulator assessment and questions regarding the actions and decision making. Be honest about the assessment and you’ll be fine. The HR questions are more about you and how you will adjust to life in Kazakhstan.
The assessment is not a walk in the park as previous individuals have mentioned on this thread. It is challenging and one of the longest simulator assessments I have done. It included a complicated scenario with an already limited aircraft.
Use your CRM and decision making framework to handle the situation. You may be paired up with a candidate who will not have flown for a while. Think about what you would do if your simulator partner makes a mistake.
Feedback is provided within 2 weeks and I heard back a few days later. Out of 7 people, 4 passed and 3 failed. Each stage of the assessment must be passed at the required standard. I’m afraid you must pass the compass stages as well and although some may disagree whether knowing 4x + y = 12 is necessary, it is Air Astana’s playground and their toys. They set the rules and you either accept them or move on.
Good luck and be prepared.
Join Date: Jan 2014
Location: caracas
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Hello
hi bro. I will attend the assessment on July 2nd. I am looking for info as well.
it seems to be hard but not impossible. Please would you mind sharing info you find?
im concern about the compass which looks challenging.
my best wishes for you bro.
it seems to be hard but not impossible. Please would you mind sharing info you find?
im concern about the compass which looks challenging.
my best wishes for you bro.
Hello! I'm about to take on the Air Astana assessment and would like to know, if you have done it, prepared the compass test. I read on this thread that the math portion is tough. What other parts were there? Anyone can go into a little bit more detail?
Any help would be appreciated! Many thanks
Any help would be appreciated! Many thanks
Join Date: Feb 2011
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All recruitment is subjective and not always fair, that's true. But I doubt many airlines go shopping around for pilots and fail them for fun.
Join Date: Aug 2022
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Air Astana Applicant
Guys,
Any tips on what software/application for study guide for aptitude test, advance compass test and what are the questions for Air Astana pilot interview?
Your help would be much appreciated.
Cheers,
Kaizeé
Any tips on what software/application for study guide for aptitude test, advance compass test and what are the questions for Air Astana pilot interview?
Your help would be much appreciated.
Cheers,
Kaizeé
Join Date: Aug 2022
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Interview process
Hello everyone,
I am also looking for tips on which application or website for SHL test and compass test that you advice me to use to help to prepare for it and what are the questions to expect in the interview? What is the interview process?
Thank you in advance
I am also looking for tips on which application or website for SHL test and compass test that you advice me to use to help to prepare for it and what are the questions to expect in the interview? What is the interview process?
Thank you in advance
Join Date: Feb 2015
Location: FL370
Age: 38
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I did start off with the recruitment process but their stingy documentation requirements (some of which doesn't exist where I come form) put me off. Explaining things to their HR was well, unfruitful. Hence gave up on the idea altogether.
Besides, from what I've heard from my sources, their preferences are locals any day. Like BAe 146-100 righly states, take it is a ''assessment'' of an assessment to evaluate yourself and to prepare for a better airline.
Besides, from what I've heard from my sources, their preferences are locals any day. Like BAe 146-100 righly states, take it is a ''assessment'' of an assessment to evaluate yourself and to prepare for a better airline.
Join Date: Feb 2015
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This playing with experienced pilots will come to haunt them in the future when they actually need people because the guys you treated like they weren’t worthy would have found better jobs and won’t consider your random KZ bases, local currency payments anyway!! Good luck to them rather …..
Join Date: Feb 2015
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funny you should mention engine stall. I presume at take off? Its one of the most resit procedures that I know. You may think you did ok but i suspect on my experience this is generally poorly handled. Its a good sim assessment abnormal. As is simple HYD abnormals, RNP approaches OEI, Certainly if I was planning a sim assessment Eng Stall at rotate would be high on my list. Sort the wheat from the chaff so to speak.
How do you know how other peoples sim went? You weren’t there. Mostly I have never seen a pilot accurately describe his own sim check. The assessment is made from the back, not the front. A 29 yr old with 4000 hours? Who knows. I would have to see him in the sim. I wouldn’t be surprised that a pilot could be more than capable at this level, if he was trained properly from the start.
I could tell you some things I have seen from guys with 10K hours that would shock you. As I have seen some 1000 FOs who were extremely good.
I would also tell you that everyone thinks he is Chuck Yaeger. Unfortunately the reality is somewhat different.
I am sure this airline is cherry picking the best. They can now. Its a buyers market.
How about stating that the selection is of a high standard, and only attempt it if you are confident. Blaming the airline for failing their sim check seems a bit sad
How do you know how other peoples sim went? You weren’t there. Mostly I have never seen a pilot accurately describe his own sim check. The assessment is made from the back, not the front. A 29 yr old with 4000 hours? Who knows. I would have to see him in the sim. I wouldn’t be surprised that a pilot could be more than capable at this level, if he was trained properly from the start.
I could tell you some things I have seen from guys with 10K hours that would shock you. As I have seen some 1000 FOs who were extremely good.
I would also tell you that everyone thinks he is Chuck Yaeger. Unfortunately the reality is somewhat different.
I am sure this airline is cherry picking the best. They can now. Its a buyers market.
How about stating that the selection is of a high standard, and only attempt it if you are confident. Blaming the airline for failing their sim check seems a bit sad
Join Date: Mar 2003
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They discriminate on nationalities and your CV, seems everyone they took came from Qatar, Emirates, Wizz Air etc… They are really big on where you last flew and the reputation that airline has, so not being funny if your cv is not exactly filled with their perceived “quality” then all you will be doing is making up the numbers like I have said previously, and they make it obvious during the interview part.
Join Date: May 2011
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Applied yesterday and received an e-mail this morning to provide a bunch of documents. Read through this thread and saw that F/O pay was circa €5.500 from 2019. Is this still the case? Does anyone have an update on T&Cs for F/O?
Yes, I also read that F/Os should not think of applying to this gig, but since I've been out of flying for 30 months....
Yes, I also read that F/Os should not think of applying to this gig, but since I've been out of flying for 30 months....
Simulator assessment.
3 pilots per day. In my case, we were 2 Captains and 1 FO.
2 examiners, 1 A320 TRE and 1 B767 TRE.
Briefing; the examiners were really nice during all the assessments.
JUST FLY AS YOU USED IN YOUR LAST AIRLINE.
A320 Knowledge assessment. Each candidate is asked 5 or 6 questions individually taken from a questionnaire database.
My questions were:
1) Ice Accretion definition.
Icing conditions definition.
Slippery when wet, QRH.
2) Loss of Braking memory items.
3) Unreliable Speed memory items.
4) CAT 3A/B minimums.
Simultor session brieging.
The sim session is divided into 2.
1) Maneuvers
They will position the aircraft at 10.000 ft MSL and they will give you 5 minutes for warm-up. Turning, accelerating, descending, etc.
No Autopilot, no auto thrust, no FD.
The A320 TRE after the warm-up will be instructed to maintain 10000 ft, HDG, SPD 250.
Then he will request to turn to a certain heading, during the turning he could request to reduce or increase the speed.
Another turn, request to climb or descent with 1000 FTM.
After 5 to 10 minutes of turns, climbs/descents, acceleration, and declarations, the TRE will terminate the exercise and he will reposition the aircraft for the ILS raw data.
The reposition will be at 8NM with an intercept angle of 30°.
Be ready for minimum visibility and low ceiling.
I could see only the approach lights at DA. The RL was seeing at 100 ft.
No PAPI. I had a SINK RATE caution and I went around.
I did it again with Flap Full. Full landing.
LOE.
Flight: Schipol-Brussels
DD ITEM: auto thrust inoperative.
148 pax, no cargo, 4 CC+2pilots.
Wx, EHAM is 3000 mts / OVC 008.
Brussels, 1500 mts/ OVC 006.
The aircraft is positioned at the holding point.
You should do all your briefings as your previous operator.
Normal TO, at 4000 ft GEN # fault.
I was accelerating (NADP 1), so I delay the initiation of the ECAM until clean-up.
The GEN reset did not work, the APU did not start.
The examiners want to see your resolution process, I did T-DODAR.
We chose to return to EHAM, better weather, home base.
I transferred the control to the FO, and I did the comms with the Pursuer, Pax, and Company. All the comms and announcements were not shortened.
I did the FMGS programming, the FO reviewed, and the briefing. ready for the approach (ILS).
2 miles before the FDP/FAF, the GS failed. We reported to the Tower, and it was confirmed. So I requested to be taken out from the approach for reprogramming, briefing, and back to the approach.
The FO had an engine stall during take-off.
Good luck.
3 pilots per day. In my case, we were 2 Captains and 1 FO.
2 examiners, 1 A320 TRE and 1 B767 TRE.
Briefing; the examiners were really nice during all the assessments.
JUST FLY AS YOU USED IN YOUR LAST AIRLINE.
A320 Knowledge assessment. Each candidate is asked 5 or 6 questions individually taken from a questionnaire database.
My questions were:
1) Ice Accretion definition.
Icing conditions definition.
Slippery when wet, QRH.
2) Loss of Braking memory items.
3) Unreliable Speed memory items.
4) CAT 3A/B minimums.
Simultor session brieging.
The sim session is divided into 2.
1) Maneuvers
They will position the aircraft at 10.000 ft MSL and they will give you 5 minutes for warm-up. Turning, accelerating, descending, etc.
No Autopilot, no auto thrust, no FD.
The A320 TRE after the warm-up will be instructed to maintain 10000 ft, HDG, SPD 250.
Then he will request to turn to a certain heading, during the turning he could request to reduce or increase the speed.
Another turn, request to climb or descent with 1000 FTM.
After 5 to 10 minutes of turns, climbs/descents, acceleration, and declarations, the TRE will terminate the exercise and he will reposition the aircraft for the ILS raw data.
The reposition will be at 8NM with an intercept angle of 30°.
Be ready for minimum visibility and low ceiling.
I could see only the approach lights at DA. The RL was seeing at 100 ft.
No PAPI. I had a SINK RATE caution and I went around.
I did it again with Flap Full. Full landing.
LOE.
Flight: Schipol-Brussels
DD ITEM: auto thrust inoperative.
148 pax, no cargo, 4 CC+2pilots.
Wx, EHAM is 3000 mts / OVC 008.
Brussels, 1500 mts/ OVC 006.
The aircraft is positioned at the holding point.
You should do all your briefings as your previous operator.
Normal TO, at 4000 ft GEN # fault.
I was accelerating (NADP 1), so I delay the initiation of the ECAM until clean-up.
The GEN reset did not work, the APU did not start.
The examiners want to see your resolution process, I did T-DODAR.
We chose to return to EHAM, better weather, home base.
I transferred the control to the FO, and I did the comms with the Pursuer, Pax, and Company. All the comms and announcements were not shortened.
I did the FMGS programming, the FO reviewed, and the briefing. ready for the approach (ILS).
2 miles before the FDP/FAF, the GS failed. We reported to the Tower, and it was confirmed. So I requested to be taken out from the approach for reprogramming, briefing, and back to the approach.
The FO had an engine stall during take-off.
Good luck.
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Unprofessional 2000 hrs command TRI on 320 Type will choose whether u get the job or not. 
t is a waste of time.. Go for other airliness interview.. I say again,, go for OTHER airlines itvw not this.
t is a waste of time.. Go for other airliness interview.. I say again,, go for OTHER airlines itvw not this.
