Another XJT Question
08-22-2007 | 05:52 AM
#32
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As for being able to handle a swept-wing aircraft, my answer would be something like this:
"So far in my training, I have worked very hard, and as a result of that hard work, have progressed well. With my willingness to work hard and study hard, and with your training department, which by all accounts is an excellent one, I have no doubt I can learn to fly the ERJ."
"So far in my training, I have worked very hard, and as a result of that hard work, have progressed well. With my willingness to work hard and study hard, and with your training department, which by all accounts is an excellent one, I have no doubt I can learn to fly the ERJ."
That wouldn't be a bad idea at all, especially considering I'd be catching a 7am flight out of Phoenix (I live 1-1/2 hours away from there, too). I do have a hotel room booked near the airport tonight though, just so I can get up at 5am instead of 3am tomorrow. 
I've been studying quite a bit, mostly on systems. I actively teach multi instrument, so I'm not too terribly worried about the jepp stuff. The technical knowledge I'm confident about, but the HR stuff scares me. I'm still yet to figure out a good response to: "Why do you feel that you can handle a swept wing high-performance jet?"
I've been studying quite a bit, mostly on systems. I actively teach multi instrument, so I'm not too terribly worried about the jepp stuff. The technical knowledge I'm confident about, but the HR stuff scares me. I'm still yet to figure out a good response to: "Why do you feel that you can handle a swept wing high-performance jet?"
08-22-2007 | 06:05 AM
#33
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That wouldn't be a bad idea at all, especially considering I'd be catching a 7am flight out of Phoenix (I live 1-1/2 hours away from there, too). I do have a hotel room booked near the airport tonight though, just so I can get up at 5am instead of 3am tomorrow.
I've been studying quite a bit, mostly on systems. I actively teach multi instrument, so I'm not too terribly worried about the jepp stuff. The technical knowledge I'm confident about, but the HR stuff scares me. I'm still yet to figure out a good response to: "Why do you feel that you can handle a swept wing high-performance jet?"
I've been studying quite a bit, mostly on systems. I actively teach multi instrument, so I'm not too terribly worried about the jepp stuff. The technical knowledge I'm confident about, but the HR stuff scares me. I'm still yet to figure out a good response to: "Why do you feel that you can handle a swept wing high-performance jet?"
Just tell them an experience where you were able to learn something very quickly and efficiently. IE, I got my multi rating in under 3 hrs. Not my choice mind you and I got a 5 hr oral! They aren't expecting you to know a lot about jets but they want you to sell yourself as being highly trainable.
What hotel are you staying at? Wish we knew eachother better. I could have split the costs with you.
Interview at 9am.
08-22-2007 | 06:10 AM
#34
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What do you think of this? Is it right?
Thunderstorm on route how do you go around it?
At least by 20NM on the upwind side.
Here is a thunderstorm, here is the anvil, which way is it moving? What weather can we expect under the anvil?
Downwind. You can expect turbulence and hale.
Thunderstorm on route how do you go around it?
At least by 20NM on the upwind side.
Here is a thunderstorm, here is the anvil, which way is it moving? What weather can we expect under the anvil?
Downwind. You can expect turbulence and hale.
08-22-2007 | 07:57 AM
#35
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From: rear GV
About this interview thing...i think i might reapply with a new email addy cause my times should not be an issue. As for flyin into and around thunderstorms stay as far away as possible. 20 miles and stay away from under the anvil is all good stuff but there is more too it than that. last week i penetrated a build up in the TBM at 14000...i was showing a cell off to my left but nothing in front of me...i was in the clouds no precip and it hit like a brick wall. 70 degree right 15 to 20 nose down full left stick and had trouble bringing it wings level... tops in the area were at 60 plus an i was not even in a cell. when your around stuff that high and penetrate at a high altitude be ready even if your not in anything painted red or magenta. i found this is why airlines divert and stay out of that crap...lol
08-22-2007 | 08:33 AM
#36
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Okay, what about this one:
Torreon VOR DME 30 approach... you're cleared at 20,000' The MSA is 12,500 and the hold is at 8k. If you don't have the actual chart handy. The highest obstruction is 6955 feet.
I was going to calculate a 3 degree descent down to 8000. I would start a descent 4 miles out. Than descend to the final approach altitude in the hold.
or should I stay at 20,000' and descend in the hold?
I think I am interpreting the question wrong here
Torreon VOR DME 30 approach... you're cleared at 20,000' The MSA is 12,500 and the hold is at 8k. If you don't have the actual chart handy. The highest obstruction is 6955 feet.
I was going to calculate a 3 degree descent down to 8000. I would start a descent 4 miles out. Than descend to the final approach altitude in the hold.
or should I stay at 20,000' and descend in the hold?
I think I am interpreting the question wrong here
08-22-2007 | 11:06 AM
#39
Tuk er jerbs!
Joined: Mar 2007
Posts: 1,342
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From: B747 Left
Okay, what about this one:
Torreon VOR DME 30 approach... you're cleared at 20,000' The MSA is 12,500 and the hold is at 8k. If you don't have the actual chart handy. The highest obstruction is 6955 feet.
I was going to calculate a 3 degree descent down to 8000. I would start a descent 4 miles out. Than descend to the final approach altitude in the hold.
or should I stay at 20,000' and descend in the hold?
I think I am interpreting the question wrong here
Torreon VOR DME 30 approach... you're cleared at 20,000' The MSA is 12,500 and the hold is at 8k. If you don't have the actual chart handy. The highest obstruction is 6955 feet.
I was going to calculate a 3 degree descent down to 8000. I would start a descent 4 miles out. Than descend to the final approach altitude in the hold.
or should I stay at 20,000' and descend in the hold?
I think I am interpreting the question wrong here
Never seen the chart though, so I could be wrong. That's my answer and I'm sticking to it. :X
I'm actually staying down in Phoenix tonight to catch my 7am flight without having to be up at 0-dark-30 to drive 1-1/2 hours. My interview is at 1pm, so that should give me plenty of time. Please tell me that you're freaking out as much as I am.
08-22-2007 | 02:21 PM
#40
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Awww...wish I had a 1pm interview! I have been freaking since I applied.
What do you think about putting all of my licence on one page with the backs photo copied on the back?
I don't want to take any chances with the paperwork.
Also, what do you think about a logbook all in pencil. I am going to write the final times from each page in black but It would take me forever to write rewrite evrything in pen.
Always did pencil after my previous logbook got water damage. Pencil is water resistant
What do you think about putting all of my licence on one page with the backs photo copied on the back?
I don't want to take any chances with the paperwork.
Also, what do you think about a logbook all in pencil. I am going to write the final times from each page in black but It would take me forever to write rewrite evrything in pen.
Always did pencil after my previous logbook got water damage. Pencil is water resistant
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