Cathay Pacific Cadet Pilot Programme
KPHL
Oh boy I’m going to have fun flying with you grasshopper, assuming you even get here. If you want to be treated like a leper, that attitude will make Hong Kong a very lonely place.
By the way numnuts, why do you think CX has had to improve the cadet contract twice? It’s not because CX are really nice people but it’s because they aren’t getting the number of suitable applicants they need. Fact.
You should know by now that someone will always do your job for less, this is not something new...So by you discouraging people not to accept this job, its not working, guess what, if they offer me a job, I AM going to accept it....
By the way numnuts, why do you think CX has had to improve the cadet contract twice? It’s not because CX are really nice people but it’s because they aren’t getting the number of suitable applicants they need. Fact.
PurdueFlight
I think you need to do a little more research before you just relent to the HK$10,000 per month housing insult. Do some actual research into housing costs in Hong Kong, what the inflation rate is here and how you will deal with steeply rising rents with an allowance that isn’t indexed to the Hong Kong housing index and therefore inflation.
I think you need to do a little more research before you just relent to the HK$10,000 per month housing insult. Do some actual research into housing costs in Hong Kong, what the inflation rate is here and how you will deal with steeply rising rents with an allowance that isn’t indexed to the Hong Kong housing index and therefore inflation.
...you need to first lose some weight before even thinking about getting a job...while your at it get life...
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to all the A and B scalers
You are correct that by people accepting these lower T&Cs, it will pressure CX into lowering your conditions; however i am curious as to how much CX can or will LOWER your conditions before an exodus occurs. Keep in mind that CX is already having trouble getting the required number of iCadet applicants therefore "improving" the cadet contract (twice as mentioned by 404 titan). Imagine if they lowered your conditions to the bare minimum, they would lose a lot of pilots. Unlike iCadets, you guys actually have proper experience/type ratings and you could go to other airlines. So yes i believe they may lower your conditions but they wouldn't reduce them to the point of threatening the whole aviation industry on a large scale (one can only hope). Any thoughts?
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The problem with having experience is that it comes with seniority and there is virtually no airline job where you can leave as a Captain without taking a pay cut with your new employer as you will now be an F/O or lower.
Airlines know this, you only have to pay market forces at entry level positions as seen by the recent pay rises for ICadet S/O and F/Os which got 30% and 20% respectfully, the 1st yr ICadet Capt package pay rise was 0%.
The only thing CX has to fear is airlines offering direct entry commands at near current pay scales which unfortunately rarely if ever happen.
Airlines know this, you only have to pay market forces at entry level positions as seen by the recent pay rises for ICadet S/O and F/Os which got 30% and 20% respectfully, the 1st yr ICadet Capt package pay rise was 0%.
The only thing CX has to fear is airlines offering direct entry commands at near current pay scales which unfortunately rarely if ever happen.
Em773ER
Do you know how airline seniority works? If you do you would realise the higher your seniority the more you have to lose leaving one airline to go to another and starting at the bottom both in rank and seniority. The airlines, not just CX know this which gives them huge leverage in screwing down the CofS of senior crew. They know the cost of leaving is more than the cost of staying.
easycompany
“A” scale has been dead since 1993. Out of 2700 pilots employed by CX, less than 200 are still on “A” scale and in some cases “B” scale is more than “A” scale.
Do you know how airline seniority works? If you do you would realise the higher your seniority the more you have to lose leaving one airline to go to another and starting at the bottom both in rank and seniority. The airlines, not just CX know this which gives them huge leverage in screwing down the CofS of senior crew. They know the cost of leaving is more than the cost of staying.
easycompany
“A” scale has been dead since 1993. Out of 2700 pilots employed by CX, less than 200 are still on “A” scale and in some cases “B” scale is more than “A” scale.
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Everybody!
Whoa! Well, first of all...Remember, even though I do have family over there. I'm not JUMPING on the idea, because I know that it is crap, complete crap. So, my question is; when will the next better deal coming along?
Dan Buster and Titan 404!
You guys are in the industry already, much much respect to you guys. Thank you so much for the input, chances are you guys know the real deal better than others! Dan Buster, I pray I don't have to live on mommy and daddy. But, I do want to become a pilot.
Fong3r
Dan Buster and Titan 404!
You guys are in the industry already, much much respect to you guys. Thank you so much for the input, chances are you guys know the real deal better than others! Dan Buster, I pray I don't have to live on mommy and daddy. But, I do want to become a pilot.
Fong3r
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smoc & 404 titan
Thats fair enough, i didn't think about seniority. I guess the question now is how far can CX really lower your T&Cs. What are the chances of CX removing housing and lowering pays for you guys?
Em773ER
Well in 1999 they placed a sign or be fired letter in hundreds of CX pilots mail boxes forcing them to accept severe pay cuts. Does that help answer your question?
Well in 1999 they placed a sign or be fired letter in hundreds of CX pilots mail boxes forcing them to accept severe pay cuts. Does that help answer your question?
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404 titan
yes it does!. that has changed my entire view of CX management. now i understand why all the current B scalers are not excited about this iCadet program. i personally wouldn't be happy showing up to work (as SO) knowing that because of me, my captain and FO(s) T&Cs are at threat. AND their families. a bit selfish actually. but its a cruel world out there, theres always gona be people willing to do your jobs for less because its all they have ever gotten.
correct me if im wrong on this but what amazes me is how CX, despite of record profits, and a small pilot turnover why they would keep doing this
... unless there's something i don't know?
correct me if im wrong on this but what amazes me is how CX, despite of record profits, and a small pilot turnover why they would keep doing this
... unless there's something i don't know?
Guest
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Some of you kids are asking good questions and some are just being total eff wits...... For the latter, please HTFU and don't bring your attitudes to my flight deck. It won't cut with me, or most of the other guys here trying to tell you how it really is.
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Just heard that some of the cadet courses will be deferred as not enough qualified applicants are available to fill these courses. It seems there is no lack of applicants, however many of them are not able to pass the interview process. I guess the low conditions for international cadets attracting a different demographic of applicants who have a hard time to pass the Cathay standard.
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Question about Pressure(or Density) Altitude
Hi all,
I was reading "Pilot Handbook of Aeronautical Knowledge". There is one example I didnt quite understand the expression of the question,
hope one can explain a bit.
the sample from the book is
<<
Density Altitude Charts
Use a density altitude chart to figure the density altitude at the departing airport. Using Figure 10-21, determine the density altitude based on the given information.
Sample Problem 1
Airport Elevation...............................................5,88 3 feet
OAT......................................................... ..................70 °F
Altimeter................................................... ........30.10" Hg
First, compute the pressure altitude conversion. Find 30.10 under the altimeter heading. Read across to the second column. It reads “–165.” Therefore, it is necessary to subtract 165 from the airport elevation giving a pressure altitude of 5,718 feet. Next, locate the outside air temperature on the scale along the bottom of the graph. From 70°, draw a line up to the 5,718 feet pressure altitude line, which is about two-thirds of the way up between the 5,000 and 6,000 foot lines. Draw a line straight across to the far left side of the graph and read the approximate density altitude. The approximate density altitude in thousands of feet is 7,700 feet.>>
The answer and calculation make sense. However, in the question, it said the airport elevation is 5883ft, and altimeter is 30.10"Hg. If the alimeter is placed at this height(eg, at the airport , or in the a/c which is landed on that airport), even if there is variation of pressure due to weather, should the reading be a lot lower that 29.92".
let say, if pressure at sealevel is 29.92", not matter what is the elevation of the a/c (eg, at 3000' or 38000'), should the pilot still set the altimeter datum point to 29.92'. if so,you should not get 30.10"Hg at 5800'.
how do the pilots or ATC use or set the altimeter.
Thanks
I was reading "Pilot Handbook of Aeronautical Knowledge". There is one example I didnt quite understand the expression of the question,
hope one can explain a bit.
the sample from the book is
<<
Density Altitude Charts
Use a density altitude chart to figure the density altitude at the departing airport. Using Figure 10-21, determine the density altitude based on the given information.
Sample Problem 1
Airport Elevation...............................................5,88 3 feet
OAT......................................................... ..................70 °F
Altimeter................................................... ........30.10" Hg
First, compute the pressure altitude conversion. Find 30.10 under the altimeter heading. Read across to the second column. It reads “–165.” Therefore, it is necessary to subtract 165 from the airport elevation giving a pressure altitude of 5,718 feet. Next, locate the outside air temperature on the scale along the bottom of the graph. From 70°, draw a line up to the 5,718 feet pressure altitude line, which is about two-thirds of the way up between the 5,000 and 6,000 foot lines. Draw a line straight across to the far left side of the graph and read the approximate density altitude. The approximate density altitude in thousands of feet is 7,700 feet.>>
The answer and calculation make sense. However, in the question, it said the airport elevation is 5883ft, and altimeter is 30.10"Hg. If the alimeter is placed at this height(eg, at the airport , or in the a/c which is landed on that airport), even if there is variation of pressure due to weather, should the reading be a lot lower that 29.92".
let say, if pressure at sealevel is 29.92", not matter what is the elevation of the a/c (eg, at 3000' or 38000'), should the pilot still set the altimeter datum point to 29.92'. if so,you should not get 30.10"Hg at 5800'.
how do the pilots or ATC use or set the altimeter.
Thanks
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thee most basic answer
30.10 would be assumed to be the pressure at sea level for this given scenario.
if your flying anywhere from sea level to the transition level (in NZ between 13,000 and FL150) you will have the area QNH set. This way all the aircraft are near enough to flying with the same pressure setting to avoid collision and give accurate height above MSL. Aircraft have transponders which when set to the correct setting, 'ALT' or Mode C, display the aircrafts current position and height to ATC on radar. Also known as secondary surveillance radar. Above the transition level all aircraft are on 29.92" for ATC accuracy purposes.
As for your question I assume they just mean the altimeter setting has been set by a pilot who knows what the pressure is at sea level.
As for the mechanics, the pilot has a small dial on the transponder, (or electronic switch for glass cockpit) where they can set the QNH or QNE so the altimeter is accurately showing its pressure altitude.
Have you flown before?
if your flying anywhere from sea level to the transition level (in NZ between 13,000 and FL150) you will have the area QNH set. This way all the aircraft are near enough to flying with the same pressure setting to avoid collision and give accurate height above MSL. Aircraft have transponders which when set to the correct setting, 'ALT' or Mode C, display the aircrafts current position and height to ATC on radar. Also known as secondary surveillance radar. Above the transition level all aircraft are on 29.92" for ATC accuracy purposes.
As for your question I assume they just mean the altimeter setting has been set by a pilot who knows what the pressure is at sea level.
As for the mechanics, the pilot has a small dial on the transponder, (or electronic switch for glass cockpit) where they can set the QNH or QNE so the altimeter is accurately showing its pressure altitude.
Have you flown before?
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Reapply
I was on stage1 last summer, and did not make it unfort. Now it seems like I can reapply again, when I visit CX website! 
It has almost been one year since I met them, is it still to soon to reapply? Does anyone have experience from reapplication to CX and been invited for att new try?
Thank´s alot!
It has almost been one year since I met them, is it still to soon to reapply? Does anyone have experience from reapplication to CX and been invited for att new try? Thank´s alot!
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Fleet allocation
Just a quick question regarding what the chances are of getting put on a particular fleet as a S/O and upon JFO check completion. Is airbus higher rate of allocation than boeing or vice versa?
Thanks in advance!
Thanks in advance!