Originally Posted by motardos (Post 11542298)

I am sorry for that.
I was motivated after watching videos like this

https://www.youtube.com/watch?v=JCohvTMNOpw

Originally Posted by Sawek (Post 11544605)

Hi guys,

I’m thinking to apply for the AirBaltic cadet program but I have no idea what to expect.
if anyone have any information I would appreciate it.
I’m new in the sector, so I don’t know how to prepare for the assessments. What should i study . would pilot assessment website (PASS) help to be ready ?
thanks in advance

Originally Posted by chris1311 (Post 11539063)

1.)sim screen, da42 fix base, 15 minutes, all in rix, easy wx, no failures, no briefings or checklists, only easy raw data departure, vectored ils, GA, and another vectored ils - BY FAR the easiest i have ever seen

Originally Posted by twentyfivehundred220 (Post 11526764)

But why have you decided that I am using different accounts? A220 is my first type, so I actually had to google Let410, Beechcraft 1900, Js31 to understand your reference.
airBaltic is my first company, coming straight from their Pilot Academy, I'm relatively new to the industry, company and A220, so I just stumbled upon this forum and saw ppl talking nonsense about the company that I like a lot. It's got its flaws, but I mean, MAFIA? I think last year alone they've hired around 150(?) new pilots, and to believe they're all "friends" of someone in the office creating multiple accounts - that's quite a serious conspiracy.
Anyway - no offense to anyone, I hope you're really loving your jobs wherever you work.

Originally Posted by TheEdge (Post 11539126)

Riga is the worst !!!!hole of the 3 baltic countries, avoid at all costs.

Originally Posted by batushka;[url=tel:11546272

11546272[/url]]Just saw this incident on avherarld and remembered of you
What a surprise, another incident caused by AB inadequate pilots, at least according to Latvian accident/incident investigation unit which blamed pilot selection for another AB incident.
Again, AB pilots gave a roller coaster experience to the passengers with massive speed changes, pitch oscillations and violent maneuvering.Not conducting a missed approach is clearly a gross negligence. There was no loss of situational awareness. They climbed during the ils approach so they knew very well they weren't where they should be.
Luckily we won't watch it on that popular tv series

Incident: Baltic BCS3 at Palanga on Jul 1st 2023, high rate of descent below minimum safe height, approach continued
By Simon Hradecky, created Friday, Nov 24th 2023 19:00Z, last updated Friday, Nov 24th 2023 19:00Z

An Air Baltic Bombardier C-Series CS-300, registration YL-CSA performing flight BT-375 from Riga (Latvia) to Palanga (Lithuania), was on approach to Palanga's runway 19 about to perform an ILS approach. About 11.5nm before the runway at 2000 feet the crew activated the APP autopilot mode, the descent rate increased to 2950 feet per minute below 1600 feet. The crew disconnected the autopilot at 1465 feet AGL (according to RADALT), the rate of descent decreased to 500 fpm before increasing again below 1200 feet AGL. 9nm before the runway threshold, while extending the landing gear, the aircraft descended below 1000 feet AGL at 133 KIAS, at 860 feet AGL the gear was completely extended. 8nm before the runway threshold, at 216 KIAS, flaps 1 were selected, the descent rate stabilized at 700 fpm for about 25 seconds followed by a climb of about 1500 fpm up to 1300 feet, which the aircraft maintained for about 40 seconds. At 5nm before the runway threshold the aircraft began to descend again still being more than 2 dots below the glidepath. The aircraft descended through 1000 feet AGL again at 900 fpm sink rate and 2.1 dots below the glideslope at 135 KIAS. A TAWS warning sounded, the aircraft levelled off at about 880 feet, the trajectory was corrected at 2.5nm before the runway threshold and the aircraft continued for a safe landing in the runway's touch down zone.

According to information The Aviation Herald received the crew was aware of possibly false localizer signals at Palanga according to NOTAMs, however, did not discuss this possibility during their approach briefing. When the crew activated the APP mode, the aircraft captured a false localizer signal immediately followed by capturing a false glideslope signal sending the aircraft into a steep dive. The crew disconnected the autopilot at about 3000 fpm sinkrate and initiated recovery, the aircraft reached a minimum height of 800 feet and 2nm offset from the extended runway centerline about 9nm before the runway threshold. Due to loss of situational awareness the crew did not initiate a go around but continued the approach. Due to terrain there are constraints to the approach procedure designs.

Originally Posted by zen krempie;[url=tel:11549995

11549995[/url]]Few months ago they descended again below final approach profile in Brussels.
Definitely on my personal no fly airline list

Originally Posted by lekker92 (Post 11555293)

Then you should travel by train cause all airlines have incidents

Originally Posted by chris1311 (Post 11539063)

I attended the assessment and the numbers you state match with what I have been told by the chief pilot during the interview so i would not expect more ;-)

In case anyone is interested about DEFO Assessment:

2 Days in RIX (they offer cheap AB tickets and hotel rates)

day 1

1.)sim screen, da42 fix base, 15 minutes, all in rix, easy wx, no failures, no briefings or checklists, only easy raw data departure, vectored ils, GA, and another vectored ils - BY FAR the easiest i have ever seen

Originally Posted by ave (Post 11558794)

More or less the same for me except that I had to struggle to intercept the localizer as I was vectored too close to the ils beacon. I was maneuvering from one side to another and was failed. No way to intercept it with 30 degrees of bank as needle was moving too fast for standard rate turn.
Do you remember the DME distance when you had localizer alive?

Originally Posted by chris1311 (Post 11560231)

I have to say i don’t remember exactly but i think it was 8NM out - AFAIR outside of the FAF. In any case, based on the vectors i got it was easily possible to intercept with <20 degrees Bank.

For me, sim was the first thing on the first of the two days. Was it the same with you?

Did they fail you “right away” or did you do the rest of the day and then be told that you had failed?

Originally Posted by ave (Post 11560273)

I did the rest, I assume the oscillations was the reason cause the rest was fine.
If memory serves, glideslope was already one dot above when localiser was alive. I think I was around 4 dme, I don’t remember if I was flying on published altitude or vectored below, it was half a year ago.

Originally Posted by Luray (Post 11541681)

I have unrestricted permit to live and work in Latvia. Been selected by AB and passed assessment. After going trough OCC was fired without any explanations two days before sim.
Few days before they kicked me I had a long dialogue with AB security and they pressed me due to my passport that would restrict travel to one of their destinations.

Originally Posted by Aurora 2022 (Post 11556312)

Hi all,
What should I expect about the physics and maths part of the assessment? I heard a calculator is not allowed. Also, I couldn't find a thread about this on the forum.

Thanks!

Originally Posted by skyguardian88 (Post 11561875)

A match made in heaven between draft dodgers and baltic companies