Sunexpress selection

[newfly]

Here is some information about the Sunexpress selection, except the DLR test.

General impression:
-Organized, friendly, and helpful.

The first phase (2 days) consists out of 3 items:
-interview with 2 people: Flight Operations (Capt) and Human Resources.
-English test.
-Simulator session.

Interview questions:

-They put you at ease by starting off with questions like how was your trip etc.
-Tell us about yourself.
-What do you know about Sunexpress?
-What do you know about Turkey, have you ever been there, would you like living there?
-How long are you planning to stay with the company?
-Tell us about CRM.
-Have you ever encountered an incident or other situation where you needed to make use of good CRM?
-Did you had the opportunity to display leadership qualities in your previous company?
-How many hours did you fly this year?
-Did you do anything other then flying at your previous company (desk jobs etc.)?
-When can you start?
-Did you ever encountered a situation when the captain did something you didn't agree with?
-What are your expectations with Sunexpress?
-Do you still have to do military service?
-How do you motivate/engage people if you are the leader in a group?
-How did you found out we are requiting?
-Where would you like to be based?
-What was your salary at your last company?
-Do you have any questions for us? (it is always good to have a few questions)
-Some people got maths and/or technical questions but not all.

English test:
-Written test, 50 multiple choice questions.
-1.5 hours time available so that shouldn't be a problem.
-Difficulty/style is about the same as the DLR CBT English test.
-Make sure you know the difference between "had" and "has".

Simulator:
-The SIM session is the same for all pilots, regardless whether or not you have a 737 type rating, or are experienced on another jet.
-SIM used is a Level-D 737NG but the motion is switched off.
-The instructor will give you flaps, gear, and sets the speed for you if you don't ask for it. He is very helpful. If you have no experience on the 737, just concentrate on flying.
-The session consist of two flights: Take off, radar vectors for NDB approach to land. Then another take off, engine failure after V1, radar vectors for same NDB approach (single engine) to land.
-All flying is raw data and manual thrust, except for take off/climb out during which the auto throttle is used. Manual throttle when leveling off after take off.
-Airfield used is Hannover, runway 27R.
-Normal departure is straight ahead to 400ft AGL, then right turn heading 090, climbing to 3000ft. Then radar vectors. Accelerate at 1700ft.
-Engine failure after take off: will be an engine seizure at +/- 100ft AGL. At 400ft call for memory items. Then trim rudder. Climb straight ahead to 1700ft. Then accelerate (without reducing thrust - single engine) and retract flaps. At the same time turn right heading 090, climbing to 3000ft. Keep bank angle at 15 degrees initially.
-Make sure you keep the aircraft in trim. The "force feedback" is very powerful and it is very hard to fly if it is out of trim. The trim is located on the right hand side of the yoke, on the top. Move both switches simultaneously.
-Minimum N1 on approach is 40%
-When accelerating after take off, call "set up speed".
-Flap retraction/ extension is done by the speed tape flap indicators. Retraction: Take off with flap 5, retract to flap 1 when speed accelerates past F5 indicator. Retract to flap up when speed accelerates past F1 indicator. Extension: At up speed, select flap 1. Keep decelerating and when approaching the F1 indicator, select flap 5. At 2 miles before NDB descent point, do gear down, and flap 15. When single engine, flap 15 is the final flap, otherwise flap 30 is final with flap 25 as a possible intermediate.
-For the approach use initially 750ft/min down and then adjust as necessary. Don't go beyond 1000ft/min on final.
-Flare at 20ft (radio altitude callout) and simultaneously close thrust (smoothly). If the descend rate is high, reduce rate of descend (pre-flare) at about 30 or 40 ft.
-The 737 has a significant pitch/power couple. Also the asymmetric thrust on one engine is big so a lot of rudder is needed, especially when high power is used. But the rudder is very powerful as well, so use smooth movements.
-The speed is very "slippery". It runs away easily. Look at the N1 gauges and set something appropriate. Look up the required power settings for different situations beforehand.
-SOP's are not really an issue.
-The NDB on 27R at Hannover will be overflown so make sure you are an ace in the different type of tracking techniques (to/from) required.
-Make sure you keep the aircraft on the runway track after the engine failure. If the wings are level, it does not mean you are flying with a straight track because of the large thrust asymmetry. Make sure you use lots of rudder to compensate.
-Instrument scanning technique: Fly the vertical speed you want to have and then look at the pitch. Remember this pitch attitude and use that as a reference. Then think "Pitch, VS, trim" all the time. But scan all the instruments as much as you can. The 737 is a fast jet and things are happening quick so you will need a lot of scanning.
-Get yourself the PMDG 737 NG addon for FS2004 (FS9, not FSX!). It is very good and you can use it to familiarize yourself with the instrument layout so you know where to look.
-Use small track corrections with the NDB approach. Not more then 5 degrees. Otherwise you will overshoot. Do not look at the heading during the approach but use the track line. It makes life much easier.
-Don't use the FPV (Flight Path Vector) unless you know what you are doing.
-With the engine failure after take off, use +/- 5 units of rudder trim. If you hold the rudder trim for 7 seconds, this should be enough. Know where to find the rudder trim.
Boeing rudder trim technique:
1. level wings with yoke
2. use rudder pedals to level yoke
3. use rudder trim to remove pressure from pedals
4. let go of rudder and yoke, assess situation, and repeat.
-On a normal take off, rotate to 15 degrees but with engine failure rotate to 11/12 degrees. If already at 15 degrees, decrease pitch.
-When accelerating after engine failure be careful that you don't descent.
-Lido charts are used.

Good luck!

[Domte]

Thank you very much!
_________________
Speed is life - Altitude is life insurance!

Anything that is unrelated to elephants is irrelephant.

[ic_skh]

Can you tell us how to apply for SXS?

Best regards..

[newfly]

look at ppjn.com There is the email address where you have to send your CV.

[Dreamliner]

"CV"?
_________________
ABI08 (3.2) ✓
Wehrdienst ✓
BU Material ✓
LH-Infotag ✓
FH Aachen LRT ✓

Traumberuf Pilot-Denn wer hat sonst die ganze Welt zum Arbeitsplatz?

[Tux_1987]

curiculum vitae - in german "lebenslauf - meist tabellarischer Art"
_________________
was macht man bei 'ner Master Warning? Continue ist doch klar

[Dreamliner]

ok danke für die Info^^
man lernt halt nie aus
_________________
ABI08 (3.2) ✓
Wehrdienst ✓
BU Material ✓
LH-Infotag ✓
FH Aachen LRT ✓

Traumberuf Pilot-Denn wer hat sonst die ganze Welt zum Arbeitsplatz?

[SunsetFlyer]

Vom Latinum kann man sogar in der Luftfahrt profitieren...

[sunjet]

War denn jemand nochmal bei einer SXS Selektierung in letzter Zeit?? Brauche da einige infos bzgl Interview... Wie ist das DLR Interview gestaltet?

[R2D2,5]

bist du nächste woche beim screening? hatte schon nen neuen thread im "Ready Entries DLR-Test" bereich gemacht, leider ohne erfolg

[sunjet]

ja bin am 23/24.01 bei der RWL in MG beim interview und screening, am mittwoch darauf DLR. und du?

[R2D2,5]

same procedure